UC-NRLF 


INSTRUCTION  BOOK  No.  1 


INSTALLATION,  CARE,  AND 
OPERATION  OF 

25  Kw.  GASOLINE-ELECTRIC 
GENERATING  SETS 

G.  E  Co.,  TYPE  GM-12 


ENGINEER   DEPARTMENT 

U.  S.  ARMY 
FEBRUARY,  1916 


WAR  DEPARTMENT, 
OFFICE  OF  THE  CHIEF  OF  STAFF, 

Washington,  December  17,  1915. 

These  Instruction  Books  are  issued  for  the  information  and  guidance  of 
those  charged  with  the  installation,  care,  and  operation  of  the  25  kw.  sets 
described  herein.  They  are  to  be  accounted  for  on  the  Engineer  Property 
Return.  One  copy  should  accompany  each  set,  being  kept  in  tool  box  or 
other  equally  accessible  place;  two  copies  should  be  in  the  possession  of  the 
Artillery  Engineer,  and  two  copies  in  the  possession  of  the  District  Engineer 
Officer. 
By  order  of  the  Secretary  of  War: 

H.  L.  SCOTT, 
Major  General,  Chief  of  Staff. 


GIFT  OF 


INSTRUCTION  BOOK  No.  1 


INSTALLATION,  CARE,  AND 
OPERATION  OF 

25  Kw.  GASOLINE- ELECTRIC 
GENERATING  SETS 

G.  E.  Co.,  TYPE  GM-12 


ENGINEER  DEPARTMENT,  UNITED  STATES  ARMY 
FEBRUARY,  1916 

Prepared  by  the  Engineer  Depot,  Washington  Barracks,  D.  C. 


WASHINGTON 
GOVERNMENT  PRINTING   OFFICE 

1916 


WAR  DEPARTMENT, 

Document  No.  497 
Office  of  the  Chief  of  Engineers. 


PREFACE. 


1.  This  book  covers  the  installation,  operation,  and  general  care  of 
the  25-kw.   gasoline-electric  generating  sets  manufactured  by  the 
General  Electric  Co.,  and  issued  by  the  Engineer  Department  for 
fortification  purposes.     It  supersedes  instruction  books  Nos.  8367, 
8402,  8557    (and  supplements  thereto)   and  Revised  Memorandum 
previously  issued  by  the  Engineer  Department. 

2.  For  convenience  of  discussion,  the  subject  matter  of  the  book  is 
divided  into  four  parts: 

I. — Description. 
II. — Care  and  operation. 
III. — Installation. 
IV.— Part  lists. 

Changes  in  or  additions  to  the  text  which  may  be  rendered  necessary 
from  time  to  time  will  be  issued  in  such  form  as  to  be  readily  pasted  in 
portions  of  book  to  which  they  pertain. 

3.  The  book  is  not  intended  to  be  a  general  treatise  on  the  subject 
of   gas-engine  operation,   and    matters  which  are  common   to   the 
operation  of  all  gasoline  engines  are  not  included;  it  is  assumed  that 
the  operator  has  a  general  knowledge  of  the  operation  of  internal- 
combustion  engines,  such  as  can  be  obtained  from  experience  or 
standard   texts.     However,   no   attempt   should   be   made  to 
install  or  operate  a  set  until  this  book  has  been  thoroughly 
studied. 

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335664 


INSTALLATION,  CARE,  AND  OPERATION  OF  25-KW.  GASOLINE- 
ELECTRIC  GENERATING  SETS. 


PART  I.— DESCRIPTION. 

TYPE  AND  FORM. 

4.  The   25-kw.    gasoline-driven   generating   sets  of    the    General 
Electric  Co.,  which  have  been  issued  by  the  Engineer  Department 
since  1908,  are  designated  by  the  makers  by  type  and  form  numbers. 
The  type  number  designation  has  always  been  "Type  G.  M.  12." 
The  form  number  has  been  changed  from  time  to  time  coincident  with 
changes  in  the  details  of  the  set.     The  distinguishing  features  of  the 
form  numbers  are: 

FormAl.  First  Government  sets  with   manganese  bronze 

base,  gear  pump  and  Eisemann  A-8  magneto. 
Form  A2.  Sets  with  cast  iron  base.     Radical  changes  made 

in  the  oiling  system.     Both  Eisemann  A-8  and  G.  E. 

magnetos  Type  AY-105  have  been  furnished  with  the 

Form  A2  engines. 
Form  A14.  These   engines   were   equipped   with   Eisemann 

magnetos  and  Kinney  water  pumps. 
Form  A20.  Same  as  Form  A14,  except  noise-reducing  features 

were  added. 
Form  A23.  Same  as  Form  A20,  except  that  Split dorf  AX 

magneto  was  substituted  for  the  Eisemann  magneto. 

CAPACITY. 

5.  The  set  consists  of  a  vertical,  four-cylinder,  four-cycle,  single- 
acting  engine,  direct-connected  to  a  direct-current  generator.     The 
set  is  capable  of  being  operated  at  rated  load  indefinitely  and  at  25 
per  cent  overload  for  two  hours,  furnishing  in  each  case  2  kw.  addi- 
tional for  operating  the  radiator  fan  motor.     With  each  set  there  are 
furnished  a  gasoline  tank,  a  switchboard,  a  radiator  with  motor- 
driven  fan,  a  muffler,  a  box  of  tools,  and  a  box  of  spare  parts. 

FRAME. 

6.  This  is  a  single  piece  casting,  bored  for  the  crank  bearings. 
This   construction  maintains   the  generator  and   engine  in  proper 
alignment.     The  frame  is  provided  with  large  handholes  protected 
by  cover  plates.     The  latter  are  easily  removed  and  provide  means 
for   adjustment   and   replacement   of   interior   parts.     The   bottom 
portion  of  the  frame  is  utilized  as  an  oil  reservoir  for  the  lubricating 
system. 


6 

CYLINDERS. 

7.  Cylinders  are  made  with  water  jackets  cast  in  one  piece.     Suit- 
able openings,  provided  with  covers,  are  located  on  the  water  jackets 
for  removal  of  sediment. 

CRANK  SHAFT. 

8.  The  crank  shaft  is  made  in  one  piece.     It  is  supported  by  two 
end  bearings,  one  at  the  flywheel  end  and  one  at  the  generator  end, 
and  by  three  intermediate  bearings.     The  end  bearings  are  attached 
to  the  frame  by  studs.     Through  bolts  in  the  frame  perform  the  dual 
function  of  holding  up  the  interior  bearings  and  holding  down  the 
cylinders.     Oil  ducts  are  provided  in  the  crank  shaft.     The  oil  ducts 
deliver  oil,  under  pressure,  from  the  crank-shaft  bearings  to  the  crank 
pins. 

GEARS. 

9.  Located  in  an  oil-tight  gear  case,  at  the  flywheel  end  of  the  en- 
gine, is  a  chain  of  gears  operated  by  a  pinion  keyed  to  the  crank 
shaft.     Immediately  above  the  pinion  and  meshing  therewith  is  the 
idler  gear.     To  the  left  of  the  idler  gear,  in  the  order  named,  are  the 
intake  cam  shaft  gear  and  the  pump  gear.     To  the  right  of  the  idler 
gear,  in  the  order  named,  are  the  exhaust  cam  shaft  gear  and  the 
magneto  gear.     In  the  engines  equipped  with  the  "  silencing  features" 
the  idler  gears,  pump  gears,  and  magneto  gears  are  of  the  cloth  type. 
In  all  other  engines  the  gears  are  made  of  steel. 

PISTONS,  CONNECTING  RODS,  ETC. 

10.  The  pistons  are  machined,  ground,   and  provided  with  four 
snap  rings.     Motion  is  transmitted  from  pistons  to  the  crank  shaft  by 
means  of  wrist  pins  and  connecting  rods.     An  oil  duct  or  tube, 
located  on  the  connecting  rod,  delivers  oil  from  the  crank  pin  to  the 
wrist  pin. 

CAM  SHAFTS. 

11.  There  are  two  sets  of  cams,  one  for  operating  the  intake  valves, 
the  other  for  operating  the  exhaust  valves.     Cam  shafts  are  made  in 
one  piece  and  are  operated  by  their  respective  gears.     The  inlet  cam 
shaft  is  provided  with  a  bevel  gear  at  the  generator  end  for  operation 
of  the  governor  and  oil  pump.     A  lever  is  provided  at  the  generator 
end  of  the  exhaust  cam  shaft  by  means  of  wrhich  the  exhaust  cam 
may  be  shifted  to  relieve  compression  and  thus  facilitate  starting. 
Throwing  the  lever  inward,   toward  the  engine,  relieves  compres- 
sion; throwing  the  lever  outward  restores  normal  conditions.     Shift- 
ing the  exhaust   cam  shaft  to  relieve  compression  brings  (in  addition 
to  main  cams)  an  auxiliary  set  of  cams  into  operation.     These  auxil- 
iary cams  open  the  exhaust  valves  during  the  later  part  of  suction 


stroke  and  hold  them  open  during  the  greater  part  of  following  com- 
pression stroke. 

BEARINGS. 

12.  Each  hearing  is  adjustahle  and  may  be  removed  without  dis- 
turbing the  adjustment  of  other  hearings  or  removing  the  shaft.     The 
wrist  pin  hearing  is  one  solid  hushing.     The  main  hearings  are  pro- 
vided with  removable  linings. 

VALVES. 

13.  Valves  are  provided  with  a  removable  stem  guide  and  are  free 
to  rotate  in  their  seats  while  in  operation.     In  addition  to  the  main 
valve  spring,  found  on  all  engines,  Form  A-20  and  subsequent  engines 
are  equipped  with  tappet  rod  springs.     Cams  on  the  cam  shafts,  com- 
ing in  contact  with  the  cam  rollers,  raise  the  rollers  and  cam  roller 
forks  which  hold  them.     The  stem  of  the  fork  passes  through  a  guide 
attached  to  engine  frame.     Motion  is  transmitted  from  fork  stem  to 
valve  stem  through  the  medium  of  valve  adjusting  clamp — thus  raising 
the  valve  from  its  seat.     Valves  are  closed  by  the  action  of  the  main 
valve  spring. 

EXHAUST  HEADER. 

14.  The  exhaust  header  is  a  one-piece  water  jacketed  casting, 
flange-connected   to  cylinders.     Blind  and   threaded  flanges  (inter- 
changeable in  position)   are  provided  at  either  end  of  the  exhaust 
header. 

MUFFLER. 

15.  The  sound  of  the  exhaust  is  deadened  by  a  suitable  muffler, 
which  does  not  impair  the  efficiency  of  the  operation  of  the  engine. 
The  arrow  on  the  muffler  indicates  the  proper  direction  for  the  passage 
of  the  exhaust  gases. 

FUEL  SUPPLY  SYSTEM. 

16a.  Pump. — A  double  plunger  gasoline  pump,  attached  to  the 
engine  frame,  pumps  gasoline  (58°  to  68°  Baume)  from  the  supply 
tank  to  the  carburetor.  One  plunger  is  provided  with  a  lever  for  hand 
operation,  the  other  is  mechanically  driven  by  an  eccentric  rod.  The 
eccentric  rod  is  operated  by  an  eccentric  on  the  water  pump  shaft, 
the  latter  being  driven  by  the  water  pump  gear.  The  hand-operated 
pump  is  used  for  starting  or  when  the  mechanically  driven  pump 
momentarily  fails  to  function.  The  mechanically  driven  plunger 
supplies  fuel  when  the  engine  is  running.  Suitable  check  valves  keep 
the  pump  primed.  The  mechanically  driven  pump  is  of  sufficient 
capacity  for  maximum  load  on  the  engine.  For  other  than  maximum 
load  the  excess  gasoline  returns  to  its  source  through  the  overflow 
pipe  from  the  carburetor,  the  carburetor  being  of  the  constant  level 
type. 


8 

16b.  Carburetor. — At  the  side  of  the  carburetor  is  an  indicator 
glass  through  which  the  flow  of  gasoline  may  be  observed  at  all 
times.  Beneath  the  carburetor  and  attached  thereto  is  an  air-valve 
body  with  two  inlets.  The  air  valve  is  provided  with  a  handle  (part 
7 5,  jig.  1 )  by  means  of  which  the  source  of  air  supplied  may  be  varied. 
When  the  handle  is  at  "II "  hot  air  only  (from  crank  case)  is  supplied; 
when  at  "C"  cold  or  room  air  is  supplied.  Between  "H"  and  "C'~ 
both  hot  and  room  air  are  available — the  proportions  may  be  varied 
by  changing  the  position  of  the  handle.  When  at  "S"  the  air  sup- 
plied is  entirely  shut  off.  Between  "C"  and  "S"  partially  throttled 


Fig.  1. — Carburetor,  throttle  valve  and  connections. 

room  air  is  supplied.  The  engine  on  the  suction  stroke  draws  a  supply 
of  air  through  the  air  valve  and  through  a  venturi  tube  in  the  car- 
buretor. The  high  velocity  of  the  air  at  the  throat  of  the  venturi 
tube  causes  the  existence  of  static  pressure  sufficiently  below  atmos- 
pheric to  draw  a  supply  of  vaporized  gasoline  from  the  carburetor 
reservoir.  The  gasoline  is  delivered  to  the  venturi  tube  through  a 
needle  valve.  This  needle  valve  is  provided  with  a  notched  disk 
handle  (part  76),  the  notches  of  which  are  numbered.  A  spring  index 
performs  the  dual  function  of  holding  the  needle  valves  at  a  setting 
and  indicating  the  amount  of  gasoline  supplied.  The  mixture  of  air 
and  gasoline  passes  through  the  throttle  valve  to  the  cylinders,  where 
it  is  exploded  by  the  ignition  system. 


16c.  Air  heater.— At  the  instant  of  starting  in  cold  or  damp 
weather  the  crank  case  air  will  be  cold.  In  order  to  prevent  forma- 
tion of  ice  in  the  throttle  opening,  due  to  the  moisture  in  the  air,  an 
electric  heater  is  provided.  This  is  a  removable  device  attached  to 
the  air  valve.  A  cutout  switch  on  the  generator  puts  the  heater  in 
or  out  of  circuit.  (See  fa/.  1.) 

IGNITION  SYSTEM. 

17a.  Component  parts. — The  ignition  system  consists  of  a  low- 
tension  magneto  (G.  E.,  Eisemann  or  Splitdorf),  which  is  geared  to 
the  exhaust  cam  shaft  of  the  engine,  a  nonvibrating  step-up  trans- 
former coil,  a  set  of  dry  cells  and  a  switch  with  two  sots  of  contacts 
("M,"  magneto,  and  "B;"  battery,  with  an  off  position  between). 
On  the  switch  boxes  furnished  with  Eisemann  and  G.  E.  magnetos 
there  is  an  ignition  plug  which,  when  drawn  from  its  socket,  cuts  out 
both  the  battery  and  magneto  currents  from  the  coil.  This  feature 
is  not  included  in  the  Splitdorf  magneto. 

17b.  Ignition  switch  " on  magneto." — The  essential  features  of 
the  three  types  of  magnetos  are  practically  the  same.  When  the 


Fig.  2.— Exposed  view  of  distributer  and   "make  and   break" — G.  E.  magneto. 

ignition  switch  is  at  UM"  the  low-tension  side  of  the  circuit  contains 
the  armature  of  the  magneto  and  the  secondary,  or  low  potential, 


10 

winding  of  the  step-up  transformer  in  series.  The  armature  of  the 
magneto  supplies  the  transformer  with  low-tension  alternating 
current.  Short  circuiting  the  armature,  that  is,  in  shunt  with  it, 
is  the  mechanically  actuated  "make  and  break"  mechanism 
(see  Jig.  2}.  At  "make"  the  armature  is  short  circuited.  At  the 
instant  the  short-circuited  current,  reaches  its  maximum  value,  the 
"break"  occurs  and  the  potential  induced  by  the  opening  of  the 
short  circuit  now  discharges  itself  through  the  unbroken  circuit  of 
the  transformer.  This  potential,  which  is  higher  than  that  which 
would  normally  be  generated  in  magneto  armature  without  the 


Fig.  3.— Wiring  diagram,  G.  E.  magneto. 

umake  and  break"  feature,  induces  a  still  higher  potential  in  the 
primary  of  the  transformer.  This  latter  potential  is  sufficient  to  bridge 
the  gap  at  the  spark  plugs  of  the  cylinders — the  discharge  current 
passing  through  the  high-tension  distributer  (distributer  finger  shown 
at  Z,  Hg.  2),  which  directs  the  current  to  the  proper  cylinder  in  rotation. 
In  the  Eisemann  magneto,  the  high-tension  circuit  is  closed  at  the 
distributer,  while  in  the  G.  E.  magneto  no  actual  contact  is  made. 
In  the  latter  case  the  potential  is  high  enough  to  bridge  the  small  gap 
at  the  end  of  the  distributer  finger  as  well  as  as  that  at  the  spark  plug. 


11 


12 


Fig.  5.— Wiring  diagram,  Splitdorf  magneto. 

17c.  Ignition  switch  "on  battery." — To  supply  the  necessary 
current  for  starting,  because  the  magneto  circuit  is  useless  until  the 
magneto  gets  up  to  speed,  a  set  of  dry  batteries  is  switched  in  series 
with  the  "make  and  break"  mechanism  and  the  transformer  by 
placing  the  ignition  switch  at  "B  " — at  the  same  time  the  armature  of 
the  magneto  is  disconnected.  The  action  of  the  battery  is  the  same  as 
that  of  the  magneto,  except  that  the  current  is  pulsating  instead  of 
alternating.  As  soon  as  the  engine  is  up  to  speed,  the  battery  is 
cut  out  and  the  magneto  is  switched  on  the  operating  circuit  by 
moving  the  ignition  switch  from  UB"  to  "M." 

17d.  High-tension  cables. — The  cables  connecting  the  spark 
plugs  are  marked  with  numbered  tags,  indicating  the  spark  plug  to 
which  they  are  connected.  Under  each  terminal  on  the  magneto  is 
stamped  a  number  showing  to  which  cylinder  it  should  be  connected. 

17e. -Timing  of  spark. — The  advance  and  retardation  of  the 
spark  are  obtained  by  movement  of  part  commonly  called  the  "  timing 
lever"  (part  78,  fig.  2.  In  G.  E.  magneto  called  ''interrupter  base,'' 
part  44^,  fig-  50;  Eisemann,  "bascual,"  part  906,  jig.  49;  Splitdorf, 
u  breaker  box,"  part  1021,  fig.  Jfl}.  The  adjusting  lever  (part  70  or  9-59, 
fig.  52}  has  two  notches  in  it,  one  for  starting  (or  retardation),  marked 
US,  "  and  the  other  the  running  position  (or  advance),  marked  "R." 

17f.  Safety  spark  gap. — A  safety  spark  gap  is  located  on  the 
transformer.  If  the  plug  cables  are  fractured  or  broken  away  from 
the  plugs  or  the  distance  between  the  electrodes  of  the  plug  or  plugs 
is  too  great,  the  discharge  takes  place  at  the  safety  spark  gap,  thus 
protecting  the  insulation  of  the  system.  The  safety  spark  gap  is 
also  utilized  for  testing  the  ignition  system,  as  will  be  explained  later. 

SPEED  REGULATION. 

18.  The  governor  is  of  the  centrifugal  weight  type,  mounted  ver- 
tically on  the  engine  frame  and  driven  by  means  of  a  bevel  gear 
keyed  to  the  intake  cam  shaft.  The  main  governor  casing  is  a  shal- 


13 

low  cylindrical  housing.  The  governor  weights  are  mounted  in  the 
casing  on  a  bell  crank  lever  and  are  held  in  place  by  springs.  A 
right  and  left  hand  screw,  passing  through  the  weights  and  springs, 
provides  means  for  adjusting  the  speed.  The  engine  is  quantity 
governored.  An  increase  in  the  speed  of  the  engine  raises  the  slid- 
ing collar  on  the  governor  shaft,  exerts  a  pull  on  the  throttle  rod,  and 
operates  to  close  the  throttle  valve.  The  reverse  is  the  case  when 
the  speed  falls  off.  A  dashpot  is  mounted  between  the  governor 
lever  and  the  bracket  to  prevent  hunting  of  the  governor.  Fine 
adjustment,  about  2  per  cent  of  the  speed  of  the  engine,  is  provided 
for  by  means  of  a  spring  at  the  end  of  the  throttle  rod.  The  full 
load  speed  of  the  engine  is  560  r.  p.  m.  with  3  per  cent  variation  from 
full  load  to  no  load.  No-load  speed  (fan  in  operation)  varies  from 
570  to  575  r.  p.  m. 

LUBRICATING  SYSTEM. 

19.  The  crank  case  of  the  engine  forms  a  reservoir  for  the  lubricat- 
ing oil,  holding  about  5  gaUons.  A  sight  oil  gauge  on  the  exhaust 
side  of  the  engine  shows  the  true  level  of  the  oil,  but  only  when  the 
engine  is  idle.  From  the  reservoir  oil  is  drawn  through  a  strainer 
by  the  gear  oil  pump.  This  pump  is  driven  from  an  extension  from 
the  governor  shaft.  The  oil  is  forced  by  the  pump  through  the 
main  delivery  pipe  to  seven  branch  pipes.  A  by-pass  valve  is  located 
on  the  pressure  side  of  the  pump  by  means  of  which  the  pressure  of 
the  system  is  regulated.  Five  branch  oil  pipes *  supply  oil  for  the 
five  main  bearings.  From  each  of  these  bearings  oil  is  forced  every 
revolution  through  a  hole  in  the  crank  shaft  to  the  crank-pin  bearings, 
thence  through  a  tube  on  the  connecting  rod  to  the  wrist  pin.  All 
excess  oil  from  the  bearings  is  returned  to  the  reservoir,  the  oil 
being  thus  circulated  continuously.  Two  branch  pipes,  one  to  the 
governor  bracket  and  the  other1  to  the  top  of  the  gear  case,  are  pro- 
vided with  adjustable  needle  valves.  These  needle  valves  are 
adjusted  to  give  sufficient  lubrication  without  throwing  oil  out  from 
the  bearings.  Oil  from  the  gear  case  travels  along  the  eccentric 
shaft  (part  80),  is  thrown  out  therefrom  by  centrifugal  force,  and 
collects  in  a  pocket  on  the  eccentric.  From  this  pocket  the  oil  is 
fed  through  a  duct  in  the  eccentric  to  the  contact  surface  of  the 
eccentric  and  eccentric  strap.  The  cylinders  and  cam  shafts  are 
oiled  by  splash  from  the  crank.  The  oil  furnished  through  the  pipes 
on  the  connecting  rod  lubricates  the  wrist  pins.  Air  from  the  crank 
case  carries  oil  in  a  fine  divided  state  which  assists  in  the  lubrication 
of  the  cylinders  and  valve  stems.  Two  pressure  gauges,  with  stop- 
off  cocks,  are  placed  in  the  main  distributing  pipes.  These  gauges 
indicate  the  pressure  of  the  system  as  a  whole.  Pressure  is  regu- 
lated by  means  of  a  hexagonal-headed  screw  in  the  by-pass  valve. 

1  In  Form  A-l  engines  ducts  in  the  frame  perform  the  functions  of  these  oil  pipes. 


14 

COOLING  WATER  SYSTEM. 

20a.  Water  circulation. — The  engine  is  water  cooled,  the  system 
being  inclosed  to  minimize  evaporation.  The  water  heated  in  the 
jackets,  before  it  is  used  again,  is  cooled  in  an  automobile  type  radi- 
ator through  which  a  large  volume  of  air  is  forced  by  a  motor-driven 
fan.  The  motor  used  to  circulate  the  air  through  the  radiator  is  a 
standard  type  of  inclosed  G.  E.  direct-current  motor,  series  wound, 
and  is  so  connected  between  the  generator  and  switchboard  that 
it  starts  automatically  when  the  set  is  started,  without  the  use  of  a 
starting  rheostat.1  Two  types  of  motors  have  been  furnished  in  the 
past — types  CQ.  and  C.  V.  C.  The  water  is  circulated  by  a  gear 
pump  (later  engines  are  supplied  with  Kinney  pumps).  Water  is 
forced  through  the  cylinder  jackets  to  the  exhaust  manifold:  thence 
to  the  radiator.  From  the  radiator  the  water  is  returned  to  the 
pump  and  is  thus  circulated  continuously. 

20b.  Miscellaneous  fittings. — The  water  outlet  on  the  exhaust 
manifold  may  be  turned  in  any  one  of  four  ways  for  convenience 
in  attaching  the  water-outlet  pipe.  Special  tubes  for  thermometers 
are  provided  near  the  water  outlet  fitting  on  the  exhaust  manifold 
and  also  on  the  pipe  leading  into  the  pump.  There  is  a  drainpipe 
immediately  above  the  pump,  in  order  that  the  jackets  may  be 
drained  when  necessary.  A  drain  is  also  provided  at  the  bottom  of 
the  radiator.  Construction  officers  install  a  pressure  gauge  and 
waste  cock  in  the  outgoing  water  pipe  near  the  engine.  The  waste 
cock  is  used  in  testing  water  circulation.  There  will  shortly  be  avail- 
able for  issue  and  installation  on  all  engines  "sight-flow  indicators/' 
by  means  of  which  the  flow  of  water  may  be  observed  by  its  action 
on  a  flap  valve  (see  par.  36d). 

CARTRIDGE-STARTER. 

21.  The  engine  may  be  started  either  by  cranking  or  by  the 
cartridge-starter.  The  cartridge-starter  is  a  device  attached  to 
cylinder  No.  1,  by  means  of  which  the  engine  may  be  started  in  an 
emergency  with  an  ordinary  No.  10  gauge  blank  cartridge. 

ENGINE  CYCLE. 

22a.  Flywheel  marking. — Cylinders  are  numbered  from  1  to  4 
consecutively  beginning  at  the  flywheel  end  of  the  engine.  An  index 
attached  to  the  gear  case  marks  the  center  line  of  the  engine. 
On  the  circumference  of  the  flywheel  are  drawn  a  number  of  lines, 

1  For  the  purpose  of  reducing  the  noise  made  by  the  fan  of  the  radiator  there  is  now  included  with  all 
25-k\v.  generating  sets  issued  since  June  1, 1914,  a  resistance  unit  which  is  used  to  reduce  the  speed  of  the 
fan  from  normal  rated  speed  of  1,150  r.  p.  m.  to  about  950  r.  p.  m.  The  resistance  is  connected  in  the 
negative  lead  of  the  fan  motor  circuit  and  is  shunted  by  a  50-ampere  single-pole  single-throw  switch  placed 
on  the  sub-base  of  the  generator  panel.  With  the  switch  open  the  current  flows  through  the  resistance 
in  series  with  the  motor  and  the  voltage  at  the  motor  is  reduced  about  30  per  cent.  With  the  switch 
closed  the  resistance  is  short-circuited  and  the  full  generator  voltage  is  impressed  upon  the  motor. 


15 

each  of  which  is  stamped  with  its  distinguishing  mark  or  title. 
When  the  flywheel  is  turned  so  that  these  lines  come  opposite  the 
index  the  positions  of  the  various  pistons  are  indicated  as  follows: 

"Top  of  cylinders  1  and  4." — 1  and  4  pistons  are  at  top  of 
stroke. 

"Top  of  cylinders  2  and  3." — 2  and  3  pistons  are  at  top  of 

stroke. 

The  other  marks  have  exact  significance  only  when  considered  in 
connection  with  the  position  of  the  indicator  on  the  flywheel  end 
of  the  intake  cam  shaft.  Thus,  when  the  indicator  is  pointing 
vertically  upward  and  piston  No.  1  is  at  top  of  stroke,  then  cylinder 
No.  1  is  under  compression.  As  the  flywheel  rotates  in  a  clockwise 
direction  "X.  O.  1"  (marked  on  flywheel)  comes  opposite  the 
index,  indicating  that  the  exhaust  valve  of  cylinder  No.  1  has  at 
that  instant  opened.  Further  rotation  of  the  flywheel  in  a  clockwise 
direction  causes  "I.  O.  1 "  (also  marked  on  flywheel)  to  come  opposite 
the  index.  This  indicates  that  the  intake  valve  of  cylinder  No.  I  has 
opened  and  that  the  exhaust  valve  has  closed.1  When  "I.  C.  1" 
comes  opposite  the  index  the  intake  valve  of  cylinder  No.  1  closes. 

22b.  Events;  sequence  of  firing. — This  being  a  four-cycle 
engine,  pistons  1  and  4  move  together,  as  do  2  and  3,  but  the  same 
action  is  not  taking  place  in  the  various  cylinders  at  any  instant. 
In  a  cycle  there  are  four  events — intake,  compression,  explosion,  and 
exhaust — each  occurring  successively,  thus  requiring  four  strokes  of 
the  engine  or  two  turns  of  the  crank  shaft  for  their  completion.  This 
will  cause  any  of  the  lines  (referred  to  in  paragraph  22 a  above)  to 
appear  at  the  index  twice  during  one  cycle,  once  for  each  of  the 
cylinders  whose  pistons  move  together.  At  any  instant  all  of  the 
above  operations  are  taking  place,  one  in  each  cylinder — e.  g.,  No.  1, 
explosion;  No.  2,  compression;  No.  3,  exhaust;  No.  4,  intake.  When 
the  indicator  is  pointing  to  the  right,  No.  2  is  under  compression; 
down,  No.  4;  to  the  left,  No.  3.  The  firing  sequence  is  1,  2,  4,  and  3. 

GENERATOR. 

23 a.  Voltage. — The  usual  type  of  generator  furnished  with  each 
set  is  a  115-volt  commutating  pole  generator,  designed  to  run  at 
560  r.  p.  m.  In  special  cases  230- volt  generators  and  also  230-115- 
volt,  3-wire  generators  are  supplied.  The  no-load  voltage  is  115 
volts  and  the  generator  is  compounded  for  115  volts  at  full  load,  an 
allowance  being  made  for  the  3  per  cent  drop  in  speed. 

23b.  Construction. — The  magnet  frame  is  of  cast  steel  and  is  made 
in  one  piece,  so  constructed  as  to  be  bolted  direct  to  the  engine  frame. 
The  magnet  cores  are  sheet-iron  laminations  of  high  permeability 
and  are  bolted  to  the  generator  frame.  The  commutating  poles  are 

i  Or  lias  closed  5  degrees  earlier,  depending  upon  the  design  of  the  cam  shaft. 


16 

of  machine  steel  and  are  also  bolted  to  generator  frame.  The  arma- 
ture core  consists  of  sheet-iron  laminations  assembled  on  a  spider  of 
cast  steel.  The  space  blocks  in  the  core  form  air  ducts  which  com- 
municate with  the  interior  of  the  armature  and  insure  thorough 
ventilation  of  the  core  windings.  The  armature  winding  is  of  the 
series  drum  barrel  wound  type. 


Place  Co  mm. 
f/e/4  S/juftf 
Aere  /f  needed 


.  This  cf/oarcm 
/$    for  courtter- 
c  lock  wise  rota- 
tion of  Armature 
on/y- 


of  iovYfr   Spools    looking    from     Jn&tde   of     Machine. 

Fig.  6. — Generator  connections. 

23c.   Connections. — Wiring   diagram  for  generator  connections 
is  given  in  fig.  6. 


17 


PART  II.— CARE  AND  OPERATION. 

OUTLINE. 

24.  The  subject  matter  of  this  section  of   the  Look  will   be  dis- 
cussed under  the  following  headings: 

STARTING  AND  STOPPING: 

Methods  of  Starting  (par.  25a). 

Starting  by  Cranking  (par.  25b). 

Difficult  Starting  (par.  25c}. 

Starting  with  Cartridge  Starter  (par.  25d}. 

Loading  Cartridge  Starter  (par  25e). 

Shells:  Reloading  and  Storage  (par.  25f). 

Stopping  Engine  (par.  25g}. 
COOLING  WATER  SYSTEM: 

Filling  Radiator  (par.  26a). 

Testing  Water  Circulation  (par.  26b}. 

Temperature  of  Cooling  Water  (par.  26c). 

Use  of  Fan  Resistance  (par.  26d}. 

Thermometers  (par.  26e}. 

When  Radiator  is  Not  Used  (par.  26f). 

Draining  Engine  and  Radiator  in  Freezing  Weather  (par.  26g.} 

Non-Freezing  Mixtures  (par.  26h). 

Heating  Engine  Room  in  Freezing  Weather  (par.  26\). 

Additional  Precautions  in  Freezing  Weather  (par.  26j}. 

Care  of  Water  Pump  (par.  26k}. 
LUBRICATION: 

Quality  of  Oil  (par.  27a). 

Pressure  of  Oiling  System  (par.  27b}. 

Replenishing  Oil  (par.  27c). 

Oiling  of  Camshafts  (par.  27d}. 

Hand  Lubrication  (par.  27e). 

Packing  of  Oil  Pump  (par.  27f). 
FUEL  SUPPLY  SYSTEM: 

Proper  Mixture  (par.  28a). 

Quality  of  Gasoline  (par.  28b}. 

Filling  Carbureter  (par.  28c}. 

Packing  Gasoline  Pump  (par.  28d}. 

Gasoline  Needle  Valve  (par.  28e). 

Starting  in  Cold  Weather  (par.  28f}. 

Electric  Air  Heater  (par.  28g}. 
IGNITION  SYSTEM: 

Disassembly  of  Magnetos  (par.  29a}. 

To  Replace  a  Magneto  (par.  29b}. 

To  Install  a  New  Magneto  (par.  29c). 

Testing  Ignition  System  (par.  29d). 

Platinum  Contacts  (par.  29e). 

Care  and  Maintenance  of  G.  E.  Magneto  (par  29fY 

Care  and  Maintenance  of  Eisemann  Magneto  (par.  29g}. 

Care  and  Maintenance  of  Splitdorf  Magneto  (par.  29h). 
22066°— 16 2 


18 

ADJUSTMENT,  MAINTENANCE,  AND  INSTALLATION  OF  PARTS 
OF  ENGINE  PROPER: 

Bearings  (par.  30a}. 

Valves  (par.  30b}. 

Cylinders,  Piston  Rings,  etc.  (par.  30c]. 

Governor  (par.  30d). 

Flywheel  (par.  30e\ 

Gears  (par.  30f\ 
GENERATOR  AND  MOTOR: 

Field  Rheostat  of  Generator  (par.  31a). 

Generator  Brush  Setting  (par.  31b). 

Generator  Commutator  (par.  31c\ 

Generator  Connections  (par.  31d}. 

Fan  Motor  (par.  31e]. 
SYNOPSIS  OF  TROUBLES  AND  THEIR  CAUSE  (par.  3£\ 

STARTING  AND  STOPPING. 

25a.  Methods  of  starting. — The  engine  may  be  started  in  either 
of  two  ways:  First,  by  cranking  in  the  usual  manner,  or,  second,  by 


Fig.  7. — Correct  method  of  cranking. 

means  of  the  cartridge  starter.  Cranking  will  generally  occupy  less 
time,  all  things  considered,  but  when  it  is  known  that  the  engine  will 
be  needed  for  an  emergency  at  some  future  time,  the  second  method 


19 

may  be  used.  In  the  latter  case  everything  should  be  prepared 
beforehand  so  that  when  the  time  comes  a  single  blow  from  the 
hand  will  start  the  engine. 


Fig.  8. — Incorrect  method  of  cranking. 

251).  To  start  by  cranking: 

1.  Place  ignition  switch  (part  77  Eisemann  and  G.  E.  mag- 

netos, part  1038  Splitdorf  magneto)  in  "off"  position  (see 
fig.  7;  also  par.  17). 

2.  Fill  the  radiator  (see  par.  26a);  or  see  that  the  water  is 

circulating  in  cases  where  the  cooling  water  is  wasted 
(see  par.  26f) . 

3.  See  that  the  level  of  the  oil  in  the  reservoir  is  at  the  correct 

height  (see  par.  27  e}. 

4.  Oil  governor,  pump  parts,  etc.  (see  pars.  27 d  and  27  e}. 

5.  See  that  the  grease  cups  are  full  (see  par.  27 e}. 

6.  Relieve  compression  by  throwing  lever   (part  41)   toward 

engine  (see  par.  11). 

7.  Fill  carburetor  by  hand  pump  (see  par.  28c). 

8.  Place  gasoline  needle  valve  (part  76)  at  "4." 


20 

9.  Fill  the  priming  receptacles  (part  24)  once  or  twice  with 

gasoline;  open  the  priming  valves  and  close  them  imme- 
diately after  gasoline  has  passed  into  the  cylinders  (see 
par.  25  c}. 

10.  Place  timing  lever  (parts  78,  440,  906,  or  1021}  at  "S" 

(see  par.  17e). 

11.  Turn  engine  over  by  hand  four  or  five  times. 

12.  Place  ignition  switch  on  battery. 

13.  Move  air  valve  handle  five  or  six  notches  from  "S"   (see 

par.  161}. 

14.  Close  switch  for  electric  heater,  if  latter  is  to  be  used  (see 

pars.  16c  and  28g}. 

15.  Engage  crank  as  in  fig.  7  and  pull  up,  never  push  down. 

Repeat  until  engine  starts  (see  pars.  25c,  28e,  2Sf,  and 
29d). 

16.  Place  air  valve  handle  between  "H"  and  "C,"  if  electric 

heater  is  not  used;  or  at  "C"  if  electric  heater  is  used 
(see  pars.  28a  and  28g}. 

17.  Throw  compression  lever  outward. 

18.  Move  ignition  switch  to  "magneto." 

19.  Advance  spark  by  placing  timing  lever  at  "R"   (see  par. 

lie}. 

20.  Open  waste  cock  beneath  pressure  gauge  in  outgo- 

ing water  pipe  from  exhaust  manifold.  When  water 
squirts  out  freely,  close  the  cock.  If  water  does  not 
appear  within  20  seconds  from  time  of  starting 
(see  pars.  201  and  26~b}  stop  engine  (see  par.  25g}.  Note 
reading  of  pressure  gauge  on  outgoing  water  pipe  and 
examine  sight  flow  indicator.  (See  pars.  %Ob  and  261}. 

21.  See  that  radiator  is  full  (see  par.  26a}  and  that  fan 

is  operating. 

22.  Adjust  mixture  and  spark  to  load  (see  par.  2Sa}. 

23.  Oil  parts  requiring  attention  (see  par.  27 e}. 

24.  Examine  pressure  gauge  (see  par.  261}  and  thermom- 
eter in  outgoing  water  pipe  from  time  to  time.     If  tem- 
perature exceeds  90°  C, 

(a)  stop  engine  (see  par.  25g}  or 

(b)  close  short  circuit  switch,  shunting  resistance  in 

fan  motor  circuit  (see  footnote  par.  20a  and  par. 
26d}.  If  temperature  continues  to  rise  stop 
engine  (see  par.  25g}  and  investigate  (see  pars. 
261  and  26 c}  or 

(c)  regulate  temperature,  if  radiator  is  not  used  (see 

par.  26f}. 


21 

25.  Adjust  oil  pressure,  if  necessary  (see  par.  27~b}. 

26.  Open  electric  heater  switch  on  generator  (see  par.  28g]  and 

place  air  valve  handle  between  "H"  and  "C. " 

25c.  Difficult  starting. — These  sets  have  been  and  can  be  readily 
started  by  hand  in  temperatures  varying  from  34°  to  95°  F.  If  the 
instructions  given  in  the  book  are  carefully  followed  and  there  is 
difficulty  in  starting  the  set  by  hand,  an  examination  of  the  batteries, 
connections,  etc.,  should  be  made.  If  the  conditions  are  found  to  be 
as  they  should  be  and  the  engine  fails  to  start,  after  being  primed 
through  the  priming  valves,  it  may  be  cranked  over  four  or  five  times 
with  the  air-valve  handle  a  few  notches  from  the  extreme  right  posi- 
tion "S"  (the  ignition  switch,  of  course,  being  "off").  This  fills 
the  throttle  and  manifold  with  gasoline  vapor,  and  the  engine  will 
then  start  easily  in  the  usual  manner.  Do  not  crank  the  engine 
continuously  unless  the  ignition  switch  is  in  mid  or  off  posi- 
tion. Do  not  crank  the  engine  with  the  magneto  timing 
arm  on  "R."  It  must  always  be  on  "S"  during  cranking. 

25d.  Starting  with  cartridge  starter: 

1.  Perform  operations  1  to  6,  inclusive,  par.  25b. 

2.  Turn  flywheel  so  that  "top  of  cylinders  1  and  4"  is  about 

30°  past  the  index  (part  42)  when  indicator  (part  33)  is 
pointing  upward  (see  par.  22a}. 

3.  Remove,  load,  and  replace  cartridge  starter  (see  pars.  25 e 

and  25 f). 

4.  Perform  operations  7,  8,  9,  10,  12,  13,  and  14,  par.  25b. 

5.  Explode  cartridge  as  shown  in  fig.  10. 

6.  Perform  operations  15  to  26,  inclusive,  par.  25b. 

25e.  Loading  cartridge  starter. — New  type  (see  figs.  9  and  10) : 
With  special  wrench  marked  "cartridge  starter"  loosen  part  250-A2 
one  turn  and  then  completely  unscrew  part  256-A2  and  remove 
wholly  from  cylinder;  remove  empty  shell  and  replace  with  loaded 
one.  Assemble  all  parts  possible  before  allowing  loaded  shell  to  touch 
cylinder.  Never  put  loaded  shell  directly  into  part  256-A2 
while  this  part  remains  on  the  cylinder.  An  empty  shell  must 
always  be  kept  in  the  cartridge-starting  device  and  no  attempt  should 
be  made  to  remove  the  shell  when  the  engine  is  running.  The  shell 
forms  a  gasket  which  prevents  the  escape  of  gas  fron  the  cylinder 
around  the  firing  pin  and  thus  keeps  the  firing  pin  from  becoming 
clogged  with  carbon  or  otherwise  damaged. 


22 


Fig.  9.— Removing  and  replacing  cartridge  starter  (new  type> 


Fig.  10.— Method  of  firing  cartridge  starter  (new  type). 


23 

Old  type  (see  figs.  11  and  12):  To  load  this  type  of  cartridge- 
starting  device,  pull  out  the  locking  pin  with  the  left  hand,  fig.  No.  1 1 . 
With  the  right  hand  pull  over  and  swing  down  the  firing  pin  barrel 


Fig.  11.— Method  of  extracting  shell  and  reloading  cartridge  starter  (old  style). 

into  position  shown ;  take  out  the  empty  shell  which  has  automatically 
been  lifted  from  its  seat;  insert  a  loaded  shell  into  the  breech  block: 
push  back  the  firing  pin  cylinder  into  place  with  the  right  hand  while 


Fig.  12. — Method  of  firing  cartridge  starter  (old  style). 

holding  out  the  spring-return  locking  pin.  When  in  place  press  the 
pin  home,  thus  locking  the  breech  block.  The  cartridge-starting 
device  is  then  ready  to  fire.  Do  not  attempt  to  remove  cartridge 
when  engine  is  in  operation. 

25f.  Shells — Reloading  and  storage. — If  it  becomes  necessary 
to  reload  the  cartridge  shells,  which  are  furnished  with  the  engine, 
they  should  be  loaded  with  300  to  325  grains  of  black  powder  (never 


24 

smokeless  powder),  using  two  felt  wads  of  the  usual  kind,  and 
standard  caps  of  fulminate  of  mercury.  To  prevent  corrosion,  shells 
should  be  stored  in  a  dry  place  and  coated  with  vaseline  or  other 
inert  water  repellant. 

25g.  Stopping  engine.— To  stop  engine: 

1.  Place  ignition  switch  in  "off"  position. 

2.  If  it  is  intended  to  use  the  engine  within  a  few  hours  turn 

the   air  valve  to   "S"   momentarily  several  times  just 
before  engine  comes  to  rest. 

3.  If  engine  continues  to  fire,  close  needle  valve  (continued 

firing  while   ignition   switch   is   "off"   indicates   carbon 
deposits).      (See  par.  30c.) 

4.  Relieve  compression  when  engine  stops. 

5.  Move  timing  lever  to  "S." 

6.  Drain  cooling  water  system  if  necessary  (see  par.  26 g). 

COOLING  WATER  SYSTEM. 

26a.  Filling  the  radiator. — It  never  should  be  assumed  that  the 
radiator  is  full  of  water.  If  the  radiator  has  been  previously  drained, 
it  is  evident  that  the  water  put  into  the  radiator  will  rise  to  the 
pump  but  will  not  pass  it  until  the  engine  is  started.  Starting  the 
engine  causes  rotation  of  the  pump — this  fills  the  water  jackets,  and 
the  water  level  in  the  radiator  will  therefore  drop.  The  radiator 
must  therefore  be  filled  a  second  time,  otherwise  there  w411  be  insuffi- 
cient water  in  the  cooling  system  and  cracked  water  jackets  will  be 
the  result.  Fill  the  radiator  until  it  overflows. 

26b.  Testing  water  circulation. — In  order  to  determine  that  the 
pump  is  working  properly  and  that  there  is  no  stoppage  in  the  water 
circulating  system,  the  circulation  must  be  tested  immediately  after 
starting  the  engine  by  opening  the  waste  cock  beneath  the  gauge  in 
the  water  outlet  from  the  exhaust  manifold.  This  waste  cock  must 
be  left  open  until  water  flows  out  of  it  freely.  As  stated  above,  this 
should  occur  within  20  seconds  of  the  time  of  starting  the  engine. 
If  the  water  does  not  flow  out  of  the  waste  cock  within  this  time,  the 
engine  must  be  stopped  and  an  examination  made  to  determine  the 
cause.  If  there  is  ice  in  the  suction  pipe,  the  water  flow  may  be 
stopped  entirely.  Ice  in  the  pump  may  cause  the  pin,  part  206, 
fastening  the  coupling  to  the  end  of  the  driving  shaft  of  the  pump, 
to  shear,  thus  putting  the  pump  out  of  commission.  It  is  recom- 
mended that  the  water  pump  and  especially  the  pin  be  examined  oc- 
casionally even  if  no  trouble  is  experienced.  The  normal  pressure  for 
the  system  in  operation,  as  indicated  by  the  pressure  gauge  in  the 
outlet  pipe  near  the  exhaust  manifold,  should  be  determined  by  the 
operator.  In  case  any  variation  from  this  normal  pressure  should 
occur — particularly  a  decrease  in  pressure — the  engine  must  be 
stopped  and  the  cause  of  the  abnormal  condition  removed.  The  sight 


25 

flow  indicator  (See  par.  20~b)  should  be  examined  from  time  to  time 
but  its  indications  should  not  be  accepted  as  final.  The  only  safe  and 
positive  indication  of  proper  circulation  is  that  obtained  by  opening 
the  waste  cock  as  described  above. 

26c.  Temperature  of  cooling  water. — During  acceptance  tests, 
to  simulate  tropical  conditions,  the  air  entering  the  radiator  is  main- 
tained at  35°  C.  (95°  F.),  this  being  assumed  to  be  the  most  severe 
condition  under  which  the  engine  must  operate  in  service.  With  the 
air  at  this  temperature  and  with  the  generator  developing  25  kw. 
useful  energy,  the  water  leaves  the  jackets  at  approximately  80°  C. 
and  enters  the  jackets  at  about  10  degrees  lower.  That  is,  10  degrees 
of  heat  are  abstracted  from  the  water  by  the  radiator  when  the  air 
enters  at  35°  C.  The  air  which  passes  through  the  radiator  under 
these  conditions  is  raised  about  26  degrees  by  lowering  the  water 
temperature  the  10  degrees  above  mentioned.  If  the  air  enters  the 
radiator  at  a  temperature  lower  than  35°  C.,  as  is  ordinarily  the  case, 
the  cooling  effect  upon  the  jacket  water  is  correspondingly  increased. 
The  maximum  allowable  temperature  for  the  water  leaving  the 
jackets,  90°  C.,  will  be  reached  only  under  extremely  severe  condi- 
tions of  operation — such,  for  instance,  as  obtain  during  acceptance 
tests,  when  a  25  per  cent  overload  is  placed  on  the  generator  for  two 
hours  immediately  following  an  eight  or  ten  hour  run  at  full  load — the 
air  entering  the  radiator  at  35°  C.  In  other  words,  the  radiator  has 
sufficient  cooling  capacity  for  all  ordinary  and  extraordinary  condi- 
tions of  operation,  and  any  failure  in  this  respect  should  be  traced  to 
some  defect,  such  as  impeded  circulation,  leaky  fittings  (which  admit 
air  on  the  suction  side  of  the  water  pump),  worn  pump,  or  to  a  faulty 
adjustment  of  the  time  of  ignition  (a  late  spark  will  cause  heating). 
If  the  temperature  of  the  outgoing  water  exceeds  90°  C.,  the  switch 
short  circuiting  the  fan  resistance  should  be  closed  (if  a  fan  resistance 
is  installed).  If  the  temperature  of  water  continues  to  rise  after 
switch  has  been  closed,  or  if  the  temperature  of  water  reaches  90°  C., 
where  no  fan  resistance  has  been  installed,  the  engine  must  be  stopped 
and  cause  for  abnormal  temperature  removed. 

26d.  Fail  resistance. — Experience  has  shown  that  at  a  speed  of 
950  r.  p.  m.  the  fan  supplies  sufficient  air  to  maintain  the  temperature 
of  the  jacket  water  below  90°  C.,  provided  the  useful  output  of  the 
generator  does  not  exceed  full  load — that  is,  25  kilowatts.  If  the  25 
per  cent  overload,  which  the  set  is  designed  to  carry,  is  applied,  the 
fan  must  operate  at  the  maximum  speed  in  order  to  keep  the  tem- 
perature of  the  jacket  w^ater  within  the  above-mentioned  limit,  and 
this  speed  is  obtained  by  closing  the  proper  switch  on  switchboard, 
thereby  cutting  out  the  resistance.  When  the  engines  are  new,  there 
will  be  no  difficulty  in  maintaining  the  temperature  of  the  jacket 
water  below  90°  C.  with  the  fan  running  at  the  low  speed.  However, 
it  is  possible  that  after  the  engine  has  been  in  use  for  some  time  the 


26 

cooling  of  the  cylinders  may  not  be  so  easily  accomplished,  and  even 
at  less  than  full  load  it  may  be  necessary  to  operate  the  fan  at  full 
speed.  The  temperature  of  the  water  leaving  the  engine 
therefore  and  not  the  load  on  the  generator  should  be  watched 

as  an  indication  when  to  increase  the  speed  of  the  fan  motor.  A 
name  plate  is  placed  over  short  circuiting  switch  on  switchboard 
which  reads  "close  when  jacket  water  exceeds  90°  C." 

26e.  Thermometer.  —  Thermometer  cups  must  be  filled  with  oil. 
This  serves  to  distribute  the  heat  over  the  surface  of  the  bulb.  As  a 
rule,  one  thermometer,  and  that  at  the  exhaust  water  outlet,  will 
give  all  the  information  as  to  temperature  that  is  required,  when 
the  engine  is  acting  normally.  If  the  temperature  of  the  jacket  water 
is  too  high  at  the  outlet,  another  thermometer  at  the  inlet  above  the 
water  pump  may  assist  in  localizing  the  trouble.  To  minimize  break- 
age, thermometers  should  be  carefully  handled  and  used  only  for  the 
purpose  for  which  issued. 

26f.  When  radiator  is  not  used.  —  Just  before  starting  up,  the 
operator  opens  the  cooling  water  supply  valve  sufficiently  to  create 
a  continuous  flow  from  the  waste  pipe.  After  the  engine  has  been 
started  and  has  run  for  a  short  time,  if  the  temperature  of  the  water 
at  the  outlet  on  exhaust  manifold  is  too  high,  the  valve  in  the  supply 
pipe  is  opened  slightly;  if  too  low,  it  is  closed  a  little.  By  thus 
regulating  the  valve  a  continuous  flow  of  water  at  any  temperature 
up  to  90°  C.  can  be  obtained  from  the  waste.  This  method  of  regu- 
lation permits  the  minimum  amount  of  water  being  wasted  and  at 
the  same  time  the  temperature  of  the  cylinders  is  maintained  at  the 
point  giving  the  greatest  economy.  Normally  the  temperature 
should  be  maintained  at  80°  C.  (For  description  of  piping  see  par. 


26g.  Draining  the  engine  and  radiator.  —  The  fact  must  not  be 
overlooked  that  it  is  necessary  to  drain  off  the  circulating  water 
immediately  after  the  engine  is  stopped,  whenever  any  part 
of  the  system  is  liable  to  be  exposed  to  a  temperature  of  32° 
F.  or  lower  (unless  a  nonfreezing  mixture,  see  par.  26Ti,  is  used], 
otherwise  the  water  will  freeze,  especially  in  the  radiator  where  the 
water  is  separated  from  the  air  by  a  very  thin  copper  sheet. 
There  is  a  drain  at  the  bottom  of  the  radiator  for  removing  water 
therefrom.  The  engine  jackets  may  be  drained  by  the  cock,  part  26. 
Turn  the  engine  over  backward  a  few  times  after  the  cylinders  have 
boon  drained  in  order  to  remove  the  water  retained  in  the  water 
pump. 

26h.  Nonfreezing  mixtures.  —  Nonfreezing  mixtures  are  not 
recommended  for  general  use.  However,  if  the  engine  is  to  be  used 
intermittently  during  freezing  weather  and  it  is  not  practicable  to 
drain  and  refill  the  circulating  system  each  time,  wood  or  denatured 
alcohol  may  be  added  to  the  water  to  lower  the  freezing  point.  But, 


27 

if  alcohol  is  added,  the  fact  that  the  boiling  point  is  lowered  as  well  as 
the  freezing  point  should  not  be  overlooked.  Consequently,  no 
more  alcohol  than  is  necessary  to  meet  the  requirements  should  be 
used.  The  freezing  and  boiling  points  for  certain  percentages  of 
alcohol  are  as  follows: 


Alcohol. 

Mixture 

F.  ° 
18 

4 
-   9 

freezes. 

C.  ° 

-  8 

-](> 
-23 

Mixture  boils. 

10  per  cent 

F.  ° 
194 

181 
ICG 

C.  ° 

90 

83 
74 

20  per  cent                       .                     -                 .    . 

30  per  cent                

From  a  mixture  of  alcohol  and  water  the  alcohol  evaporates  more 
readilv  than  the  water,  and  in  replacing  losses  due  to  evaporation 
from  such  a  mixture,  the  percentage  of  alcohol  in  the  added  mixture 
should  be  at  least  double  that  of  the  original  mixture. 

26i.  Heating  the  engine  room. — Unless  there  is  some  other 
means  of  heating,  an  oil  stove *•  should  be  placed  in  all  engine  rooms  in 
which  it  is  probable  that  the  temperature  will  be  below  freezing  at 
any  time  when  the  engine  may  have  to  be  operated.  The  stove 
should  be  lighted  a  sufficient  time  before  the  engine  is  to  be  started 
to  raise  the  temperature  of  the  engine  room,  engine,  radiator,  piping, 
etc.,  above  the  freezing  point,  and  sufficiently  above  freezing  point  as 
to  permit  the  engine  to  be  readily  turned  over  by  hand.  In  very 
cold  weather  it  sometimes  happens  that  it  is  difficult  to  turn  engine 
over  by  hand,  due  to  sluggishness  of  oil,  pinching  of  pistons  by 
cylinders,  freezing  of  moisture  in  products  of  combustion,  etc.  When 
such  a  condition  prevails,  do  not  resort  to  the  cartridge  starter  before 
the  engine  has  warmed  to  such  an  extent  as  to  permit  easy  cranking. 
If  the  radiator  is  in  a  separate  room,  this  room  should  also  be  heated, 
because  air  at  a  temperature  below  freezing,  if  blown  through  the 
radiator  in  which  the  water  is  near  the  freezing  point,  will  immedi- 
ately freeze  the  water  in  the  radiator  tubes.  As  soon  as  the  circula- 
tion is  established,  however,  and  the  jackets  begin  to  get  warm,  there 
will  be  no  further  trouble  of  freezing  in  the  radiator,  especially  if  a 
load  is  put  on  the  engine  immediately. 

26j.  Additional  precautions  in  freezing  weather. — If  the 
precautions  given  in  paragraphs  26g,  26h,  and  26i  are  not  observed, 
cracked  water  jackets  will  be  the  result.  Do  not  start  the  engine 
with  the  idea  of  warming  it  up  slightly  before  allowing  \\ater 
to  enter  the  system.  This  method  lias  been  tried  several  times 
and  always  with  the  same  result — cracked  water  jackets.  The  pro- 

1  [With  an  oil  stove  in  operation  in  the  engine  room  special  care  must  be  observed  in  handling  gasoline. 
Properly  used  and  cared  for  there  is  not  the  slightest  danger  from  an  oil  stove.  Extinguish  the  flame 
from  the  oil  stove  before  pumping  gasoline  into  the  carburetor.  Do  not  spill  any  gasoline  in  the  room  while 
the  stove  is  burning.  An  operator  should  ahvays  be  present  when  the  oil  stove  is  in  use.] 


28 

cedure  given  in  paragraphs  26a  and  26b,  in  regard  to  filling  the 
radiator  and  water  jackets  and  testing  circulation,  should  be  fol- 
lowed at  all  times,  but  particularly  in  cold  weather. 

26k.  Care  of  water  pump. — The  cylinder  water  jackets  should 
be  examined  frequently  for  scale,  sediment,  etc.  At  least  once  in 
six  months,  or  oftener  if  necessary,  the  flanges  closing  cylinder  water 
jackets  should  be  removed  and  jackets  thoroughly  cleaned.  Other- 
wise this  sediment  will  circulate  through  the  system  and  eventually 
damage  the  water  pump.  Grease  cups  should  be  filled  frequently 
(see  par.  27  e),  otherwise  there  will  be  excessive  wear  on  pump  parts, 
as  the  hot  circulating  water  causes  the  grease  to  wash  out  rapidly. 

Packing  for  pumps  should  be  renewed  occasionally.  This  packing  is  in 
granular  form  and  contained  in  cloth  sacks.  About  1 0  niches  of  packing 
are  required  for  a  complete  renewal.  The  ends  of  the  cloth  container 
should  be  closed  before  the  packing  is  put  in  place.  After  the  packing 
has  been  firmly  compressed  always  loosen  the  gland  nut  one  turn. 

LUBRICATION. 

27a.  Quality  of  oil. — Except  in  a  great  emergency  the  engine 
should  not  be  run  without  proper  lubricating  oil.  If  the  proper  oil 
is  not  used  the  engine  can  be  run  only  at  risk  of  serious  injury.  Oil 
is  furnished  by  the  Engineer  Department  for  sets  used  for  fortification 
purposes.  The  issue  of  oil  for  sets  used  in  connection  with  post  light- 
ing systems  is  governed  by  existing  orders.  No  oil  should  be 
placed  in  the  crank  case  of  25  kw.  sets  unless  it  has  been 
issued  for  that  specific  purpose. 

27b.  Pressure  of  oiling  system. — The  exact  pressure  to  which 
the  system  should  be  adjusted  in  order  to  obtain  the  best  results  must 
be  ascertained  by  experiment.  It  will  probably  be  between  10  and 
15  pounds.  The  pressure  can  be  regulated  at  the  by-pass  valve 
(parts  110  and  110-A2)  by  means  of  the  spring  adjusting  screw.  If 
the  pressure  is  to  be  increased  turn  the  screw  to  the  right.  The 
pressure  may  be  reduced  somewhat  below  10  pounds  without  depriv- 
ing the  main  bearings  and  other  important  parts  of  the  system  of 
sufficient  lubrication.  The  pressure  should  not  ordinarily  exceed  18 
pounds.  The  pressure  gauge  in  the  oiling  system  should  be  read 
occasionally  in  order  that  stoppages  in  supply  pipe  may  not  occur 
unnoticed.  The  proper  amount  of  lubrication  is  indicated  (with  the 
proper  fuel  mixture)  when,  at  full  load,  there  is  a  faint  blue  haze 
issuing  occasionally  from  the  exhaust.  If  too  much  lubrication  is 
given  the  cylinders  the  exhaust  will  be  smoky;  if  not  enough  lubrica- 
tion is  given  the  exhaust  will  be  perfectly  clear.  The  latter  looks  well, 
but  it  is  not  a  condition  to  be  sought,  and  it  indicates  that  the  cylin- 
ders are  too  dry.  Too  much  lubrication,  on  the  other  hand,  not  only 
causes  smoke  but  will  cause  carbonization  in  the  cylinders  and  spark 
plugs,  and  may  result  in  preignition.  The  pressure  at  the  governor  and 


29 

gear  case  is  adjusted  by  means  of  needle  valves  at  those  places,  so  as  to 
give  sufficient  lubrication  without  throwing  oil  out  of  the  bearings. 

27c.  Replenishing  oil. — Lubricating  oil  may  be  filled  into  the 
crank  case  through  the  ventilating  tube  (part  81)  or  through  the  hand- 
hole  openings.  About  5  gallons  are  required  for  a  complete  refilling. 
The  oil  reservoir  should  normally  be  kept  full  of  oil  up  to  (not  above) 
the  level  marked  on  the  sight  gauge  (part  47-A).  No  attempt  should 
be  made  to  run  the  engine  when  the  oil  level  is  not  visible  through 
the  sight  gauge.  Remember  that  the  true  level  is  indicated 
only  when  the  engine  is  idle.  As  the  oil  in  the  lubricating  system 
of  the  engine  is  used  over  and  over  again  it  eventually  becomes  used 
up  and  more  or  less  filled  with  carbon.  As  a  rule,  the  replacing  of  the 
oil  which  has  burned  up  with  new  oil  so  as  to  keep  the  oil  in  the 
reservoir  at  a  uniform  height  will  be  sufficient.  Used  in  this  way 
the  engine  may  be  run  almost  indefinitely  without  complete  renewal 
at  one  time.  Sediment  can  be  extracted  by  removing  the  strainer 
(part  46)  and  cleaning  same.  When  the  engine  is  to  be  laid  up  for  an 
indefinite  time  the  reservoir,  if  the  oil  has  been  in  use  for  a  long  time, 
should  be  drained  (by  drain  cock,  part  47)  and  thoroughly  cleaned 
with  kerosene.  This  is  necessary  because  the  lubricating  oil,  due  to 
its  continued  use,  will  have  become  more  or  less  carbonized  and  during 
an  indefinite  lay  up  the  carbon  will  be  deposited,  forming  a  sticky 
mass  difficult  to  remove.  In  filling  the  reservoir  with  new  oil,  after 
cleaning  the  strainer,  etc.,  care  should  be  taken  to  see  that  the  suction 
pipe  of  the  pump  is  filled  with  oil.  This  may  be  done  by  fully  opening 
the  adjustable  by-pass  so  that  the  pump  starts  without  any  back 
pressure,  thus  freeing  itself  of  any  air  which  may  exist  on  the  suction 
side  of  the  pump.  If  for  any  reason  the  suction  pipe  is  removed  from 
the  engine  it  should  bo  filled  with  oil  before  it  is  replaced.  Be  par- 
ticularly careful  to  see  that  the  joints  on  the  lead  gaskets  are  made 
perfectly  tight.  Leakage  of  air  into  the  suction  pipe  will  prevent 
the  pump  from  developing  its  proper  pressure  and  capacity. 

27d.  Oiling  of  cam  shafts. — Cam  shafts  are  lubricated  by  the 
oil  which  is  splashed  on  them  from  the  connecting  rods,  and  the  supply 
is  ample  under  ordinary  circumstances.  However,  when  the  engine 
has  not  been  operated  for  some  time  or  when  first  installed  the  bear- 
ings will  be  dry.  As  a  result,  when  the  engine  is  started,  the  bearings 
are  liable  to  run  hot  before  the  splash  lubrication  is  properly  estab- 
lished. In  such  cases  the  handhole  cover  (part  14)  should  be  removed 
and  the  cam  shaft  bearings  should  be  thoroughly  flooded  with  oil  by 
hand  previous  to  starting,  otherwise  there  is  danger  of  twisting  the 
cam  shafts  due  to  binding  at  the  bearings. 

27e.  Hand  lubrication. — Parts  not  automatically  lubricated 
and  needing  special  attention  are: 

1.  Generator  bearing.  The  outboard  bearing  should  be  filled  with 
the  best  grade  of  thin  lubricating  oil,  care  being  taken  not  to  allow 


30 

it  to  overflow.  Oil  throwing  is  usually  due  to  excess  of  oil  and  can 
be  avoided  by  care  in  filling  the  oil  reservoir.  This  bearing  should 
be  examined  at  least  once  a  day  while  the  machine  is  in  operation  to 
see  that  the  oil  rings  are  turning  properly  and  that  there  is  sufficient 
oil  in  the  reservoir.  When  it  is  necessary  to  renew  the  oil,  draw  the 
old  oil  out  from  the  reservoir  by  means  of  the  oil  plug. 

2.  Collar,  shoes,  and  pivots  of  governor;  also  bell  connection  of 
governor  Isver.     Oil  with  squirt  can  once  every  10  hours,  or  more 
often  if  necessary. 

3.  Gasoline  pump.     Put  a  few  drops  of  oil  around  the  plunger  and 
eccentric  once  or  twice  every  10  hours. 

4.  Parts  of   compression   relief  lever  (within   engine  frame)   and 
valve  stems.     Oil  with  squirt  can  when  necessary. 

5.  Water-pump  grease  cups  (and  grease  cups  for  eccentric  strap, 
form  Al  engines  only)  should  be  filled  once  at  least  during  each  eight 
hours  of  continuous  operation.     Only  No.  2  grease  of  the  Vacuum 
Oil  Co.  should  be  used.     This  grease  is  furnished  by  the  Engineer 
Department. 

6.  Governor  dashpot.     Do  not  use  oil  in  the  governor  dashpot. 
From  time  to  time,  or  if  the  governor  has  a  tendency  to  stick,  wipe 
out  the  dashpot  and  put  a  little  powdered  graphite  therein,  work  the 
plunger  a  few  times,  and  then  remove  and  wipe  both  plunger  and 
cylinder  and  replace. 

7.  Bearings  of  fan  motor. 

8.  Magneto  (see  pars.  29f,  29g,  29Ji). 
[See  also  par.  27d  on  oiling  of  cam  shafts.] 

27f.  Packing  oil  pump. — Follow  same  procedure  given  in  par- 
agraph 28d.  Use  part  704  or  204  for  packing. 

FUEL  SUPPLY. 

28a.  Proper  mixture. — Under  normal  conditions,  at  full  load, 
proper  fuel  mixture  will  be  obtained  when  the  air  valve  is  approxi- 
mately midway  between  "H"  and  UC"  and  the  needle  valve  is 
between  3  and  6.  However,  conditions  for  proper  mixture  can  only 
be  determined  by  experiment.  The  engine  should  not  be  run  con- 
tinuously with  the  air  valve  at  UH,"  both  because  crank  case  air  is 
low  in  oxygen  and  also  because  such  procedure  may  rob  the  middle 
cam-shaft  bearings  of  the  proper  supply  of  oil. 

28b.  Quality  of  gasoline. — Commercial  gasoline  of  58°  to  68° 
Baume  should  be  used.  To  test  gasoline  for  water,  pass  the  liquid 
through  a  piece  of  chamois;  the  gasoline  will  pass  through  but  the 
water  will  be  retained  on  the  chamois.  The  storage  tanks  which  are 
furnished  with  all  engines  are  tested  to  100  pounds  hydraulic  pressure 
and  are  water-tight  at  that  pressure;  therefore  no  water  should 
leak  into  the  gasoline  from  the  tanks.  However,  sometimes  water 
finds  its  way  into  the  gasoline  and  gets  into  the  carburetor  where  it 


31 


lodges.  An  occasional  examination  should  therefore  be  made  to 
ascertain  the  condition  of  the  fuel.  At  least  one  case  is  on  record 
where  the  engine  failed  to  operate  due  to  this  cause  and  considerable 
time  was  wasted  before  the  cause  was  ascertained. 

28c.  Filling  the  carburetor. — When  starting  the  engine,  the 
carburetor  must  be  filled  by  means  of  the  hand  pump  until  gasoline 
overflows  freely  into  the  return  pipe.  This  is  necessary  to  prevent 
flooding  of  the  carburetor,  which  may  occur  upon  starting  the 
engine,  particularly  when  air  pockets  exist  in  the  overflow  pipe. 
As  there  is  always  a  possibility  that  the  engine  may  back-fire  when 
starting  cold,  the  consequences  may  be  serious  if  back-firing  occurs 
with  the  carburetor  flooded.  The  precaution  of  thus  filling  the 
carburetor  by  means  of  the  hand  pump  until  it  overflows 
freely  must  be  observed  each  time  the  engine  is  started. 

28d.  Packing  the  gasoline  pump. — In  packing  gasoline  pump 
with  metallic  packing  1  the  following  method  should  be  used  (see 


PLUNGER 


—GLAND 


GLAND    NUT 


PLASTIC   METALLIC 
PACKING. 


Fig.  13. — Packing  of  gasoline  pump. 

fig.  18) :  The  pump  body  should  be  removed  from  the  engine  and 
held  in  a  vise,  the  gland  nut  and  gland  removed,  and  the  metallic 

1  Hemp  packing  is  no  longer  issued  for  packing  of  gasoline  pumps.  However,  hemp  packing  on  hand 
should  be  used.  This  packing  should  be  first  thoroughly  soaked  in  glycerin  and  then  packed  in  place.  When 
packing  is  properly  compressed,  the  gland  nut  should  be  loosened  one  turn  and  the  plunger  lubricated 
with  oil. 


32 

packing  (parts  192  and  193)  packed  in  place.  Next  the  gland  should 
be  replaced  and  the  packing  compressed  by  driving  the  gland  home 
by  means  of  a  hammer  (interposing  a  block  of  wood  between 
the  hammer  and  the  gland).  When  the  desired  amount  of  pack- 
ing has  been  compressed  in  this  manner,  the  pump  may  be  reas- 
sembled on  the  engine  and  the  packing  nut  well  tightened  up,  and 
then  backed  off  one  turn.  If  necessary,  after  running  the  engine 
a  day  or  so,  the  packing  nut  may  be  again  tightened  up  and  backed 
off  one  turn.  Do  not  start  engine  with  gland  nut  screwed  tight, 
as  this  will  certainly  score  the  plunger. 

28e.  Gasoline  needle  valve. — A  frequent  cause  of  faulty  opera- 
tion, or  failure  to  start,  is  clogging  of  the  needle  valve.  To  clean, 
remove  adjusting  needle  (76)  and  pass  a  small  straight  wire  through 
the  nozzle  into  the  gasoline  chamber. 

28f.  Starting  in  cold  weather. — If  there  is  difficulty  in  starting  in 
cold  weather,  a  quantity  of  waste  dipped  in  hot  water  and  placed  on  the 
intake  pipe  (at  either  side  of  the  throttle,  valve)  will  assist  in  vaporizing 
the  gasoline  and  will  generally  facilitate  starting.  (See  par.  26i.} 

28g.  Electric  air  heater. — An  electric  air-heating  device  is 
attached  to  all  engines  except  those  sent  to  localities  south  of  San 
Francisco  and  Savannah.  This  device  is  so  placed  that  the  air 
drawn  through  the  carburetor  first  passes  through  the  heater.  It 
should  be  kept  in  circuit  only  when  necessary  to  keep  the  throttle 
valve  from  freezing,  which,  as  a  rule,  will  require  its  use  only  20  to 
30  minutes  after  starting.  It  should  be  used  only  when  the  air  is 
damp  and  the  room  temperature  is  at  or  below  60°  F.  Failure  to 
use  it  where  conditions  demand  it  may  result  in  engine  racing  or 
slowing  down  due  to  freezing  of  throttle  valve  in  open  or  closed 
position.  The  heater  should  be  switched  in  only  when  necessary, 
as  it  uses  a  considerable  amount  of  energy  and,  like  any  resistance, 
will  burn  out  if  continually  used.  As  the  air  in  the  engine  crank 
case  is  cold  when  the  engine  is  started,  the  best  results  from  the  heater 
can  be  obtained  by  placing  the  air-valve  lever  on  4'C."  In  this 
position  all  the  air  will  be  drawn  through  the  heater.  As  the  engine 
heats  up  the  lever  may  be  advanced  slowly  until  it  is  half  way  between 
"H"  and  "C."  As  soon  as  practicable  thereafter  the  heater  switch 
on  the  generator  should  be  opened.  If,  after  the  heater  has  been 
switched  off,  the  throttle  still  shows  a  tendency  to  freeze,  the  air- 
valve  lever  should  be  turned  to  the  extreme  left  position  4'H," 
drawing  all  the  air  from  the  engine  base.  (See  par.  28a.~}  If  the 
air  lever  is  intelligently  used,  there  should  be  no  trouble  from  throttle 
freezing  nor  should  there  be  any  necessity  for  continued  use  of  the 
heater.  Freedom  of  the  throttle  valve  may  be  tested  by  moving 
the  throttle-valve  operating  lever  (part  216)  back  and  forth  slightly 
by  hand  to  see  that  the  governor  acts  properly  when  the  lever  is 
released. 


33 

IGNITION  SYSTEM. 

29a.  Disassembly  of  magnetos.1 — Magnetos  are  delicate  pieces 
of  apparatus  and  should  be  handled  accordingly.  Do  not  disassemble 
magnetos  unless  it  is  absolutely  necessary.  Manufacturers  guarantee 
the  proper  performances  of  their  magnetos,  but  once  the  magnets 
or  armatures  are  removed  their  responsibility  ceases.  If  troubles 
in  the  ignition  system  are  traced  to  the  magneto,  it  should  be  turned 
over  to  the  Engineer  Department  for  overhauling  at  the  factory. 

To  remove  interrupter  covers : 

1.  G.  E.  magneto:  Turn  spring  studs  on  cover  90°. 

2.  Eisemann   magneto:   Turn  cover  counter  clockwise  until 

released. 

3.  Splitdorf  magneto:  Evident  on  inspection  of  magneto. 
To  remove  interrupter  mechanism: 

1.  G.  E.  magneto:  Pull  outward  spring-controlled  limit  pin 

on  right  side  of  interrupter  base  (part  440)  and  at  same 
time  turn  interrupter  base  in  a  counter  clockwise  direc- 
tion until  released. 

2.  Eisemann  magneto :  Grasp  the  cylindrical  portion  of  support 

containing  part  891  and  pull  outward  until  mechanism 
is  disengaged. 

3.  Splitdorf  megneto:  Pull  the  timing  lever  (part  1021)    di- 

rectly outward. 

29b.  To  replace  a  magneto. — If  the  magneto  is  the  one  issued 
with  the  set  and  the  gear  setting  is  correct  (as  it  will  be  if  not  dis- 
turbed, see  par.  30f),  it  is  only  necessary  to  engage  the  driving  and 
driven  couplings  (43  and  43-A2).  This  may  result  in  the  firing  being 
either  90  or  180  degrees  out  of  phase.  To  test,  remove  spark  plugs, 
attach  them  to  their  respective  high-tension  terminals  and  ground 
them  on  their  respective  cylinders;  then  retard  the  spark;  place 
ignition  switch  on  battery;  rotate  the  flywheel  in  the  proper  direc- 
tion and  watch  the  indicator  (part  33).  When  it  is  pointing  verti- 
cally upward,  or  nearly  so,  plug  at  cylinder  No.  1  should  spark,  when 
pointing  to  the  right  No.  2,  when  pointing  down  No.  4,  when  point- 
ing to  the  left  No.  3.  If  the  resulting  fire  is  4,  3,  1,  2,  instead  of  1, 
2,  4,  3,  as  given  above,  change  the  coupling  by  360  degrees.  If  the 
resulting  firing  is  2,  4,  3,  1  or  3,  1,  2,  4,  instead  of  1,  2,  4,  3,  change 
coupling  by  180  degrees  in  the  proper  direction.  Always  check  the 
setting  the  second  time. 

1  In  an  emergency  it  may  be  inexpedient  to  adhere  to  the  procedure  given  in  this  paragraph  in  regard 
to  repair  of  magnetos.  In  such  cases  observe  the  following  precautions:  Do  not  remove  the  armature  from 
the  mageto  unless  the  magnets  have  been  previously  removed.  When  magnets  are  removed,  they  should 
be  immediately  short  circuited  with  a  piece  of  soft  iron  or  laid  on  a  flat  surface  so  as  to  form  a  closed  mag- 
netic loop  (south  pole  in  contact  with  north  pole).  In  replacing  magnets  be  careful  to  replace  them  in 
their  original  positions.  Do  not  strike  magnets.  If  the  precautions  noted  above  are  not  observed,  magnets 
may  lose  their  magnetism  and  the  magneto  rendered  useless.  Should  the  gears  and  pinions  be  removed, 
see  that  the  reference  marks  thereon  register  when  gears  are  replaced. 

2206G0— 1G^— 3 


34 

29c.  To  install  a  new  magneto. — The  procedure  is  generally  the 
same  as  given  above.  In  this  case,  however,  the  adjusting  lever 
(part  70  or  961)  will  be  issued  blank  and  it  will  be  necessary  for  an 
experienced  operator  to  determine  the  proper  starting  and  running 
points  and  to  notch  them  on  the  lever.  The  criteria  by  which  the 
proper  running  point  may  be  determined  are  quiet  operation,  speed, 
absence  of  preignition,  etc. 

29d.  Testing  ignition  system. — Difficulty  in  starting  and  faulty 
operation  are  frequently  due  to  causes  outside  of  the  ignition  sys- 
tem, such  as  faulty  carburetor,  leaky  valves,  etc.  Spark  plugs 
should  be  frequently  and  thoroughly  cleaned  with  gasoline  and  the 
carbon  deposit  scraped  therefrom,  if  necessary.  The  distance  be- 
tween the  electrodes  of  the  spark  plugs  should  be  from  T%  to  •£% 
inch.  If  troubles  develop  which  can  not  be  located  by  a  cursory 
examination,  they  may  be  located  by  performing  the  following 
operations  in  the  sequence  given: 

(1)  Inspect  circuits  for  grounds,  open  circuits  and  short  circuits. 
Make  sure  that  all  connections  are  clean  and  rigid. 

(2)  Place  ignition  switch  on  battery.     Test  sparking  as  explained 
for  checking  magneto  installation  given  in  paragraph  29b.     Replace 
defective  spark  plugs.     If   this  procedure   does  not  correct  faults 
then : 

(3)  Distributor  cover  and  interrupter  cover  (or  breaker-box  cover 
of  Splitdorf  magneto)  should  be  removed  and  all  contact  surfaces 
cleaned  with  gasoline.     (See  paragraph  29e  on  adjustment  of  plati- 
num contacts.}     After  this  procedure,  repeat  operation  2  above.     If 
fault  still  exist  then: 

(4)  Turn  the  engine  over  by  hand  until  platinum  contacts  of  the 
magneto  close.     Place  ignition  switch  on  battery.     Remove  one  of 
the  battery  leads  from  the  battery  and  rapidly  make  and  break  the 
battery  circuit  at  the  battery  terminal.     If  no  spark  is  observed  the 
trouble  is  probably  due  to  faults  in  the  battery  connections  or  to  poor 
contact  at  platinum  contacts  (see  par.  29e).     If  spark  is  observed, 
then : 

(oa)  G.  E.  and  Eisemann  magnetos:  Disconnect  middle  lead  from 
distributor,  turn  engine  over  by  hand  until  platinum  contacts  close. 
Place  ignition  switch  on  battery.  If  a  spark  can  not  be  produced  at 
safety  spark  gap  by  rapidly  switching  the  key  between  "battery" 
and  "off"  several  times,  the  trouble  must  lie  in  the  transformer 
coil;  or 

(5b)  Splitdorf  magneto:  Turn  engine  over  by  hand  until  platinum 
contacts  close.  Place  ignition  switch  on  battery.  Remove  center 
lead  from  distributor  and  fix  terminal  so  as  to  provide  spark  gap  to 
ground  (on  engine  or  battery  box,  etc.)  of  one-fourth  inch — not 
more— then  lightly  but  rapidly  tap  the  button  on  the  ignition 


35 

switch.  If  no  spark  appears  at  the  improvised  spark  gap,  the  trouble 
lies  in  the  transformer  coil. 

(6)  If  the  engine  runs  properly  on  battery  but  will  not  run  properly 
on  magneto  and  the  faults  are  not  apparent  on  careful  examination, 
the  magneto  should  be  turned  in  to  the  engineer  department  for 
overhauling  at  the  factory. 

29e.  Platinum  contacts. — A  gauge  (small  piece  of  sheet  steel, 
part  329,  898,  or  978)  is  furnished  with  each  magneto  for  adjusting 
the  gap  between  the  platinum  contacts.  At  maximum  opening  the 
gap  should  be  adjusted  sufficiently  to  accommodate  the  gauge.  It 
should  be  observed  that  when  any  magneto  part,  the  function  of 
which  is  to  operate  the  "make  and  break"  mechanism,  is  changed,  it 
will  be  necessary  to  readjust  the  gap  between  the  contacts.  The 
adjustment  is  not  complete  until  the  adjustable  contact  is  locked  by 
the  set  screw  or  nut  provided.  After  long  use  the  platinum  contacts 
become  worn,  pitted,  and  fouled.  When  occasion  demands,  contact 
surfaces  should  be  trued  with  a  file  or  emery  paper.  After  this  pro- 
cedure, see  that  full  surface  contact  is  obtained  when  the  gap  is  closed. 

29f.  Care  and  maintenance  of  G.  E.  magneto. — Use  good, 
light  machine  oil.  Clean  with  gasoline  and  lubricate  sparingly  ball 
bearings,  cam  and  interrupter  lever,  copper  head  on  end  of  the 
armature  and  brush  pressing  against  same,  copper  plate  on  distributor 
finger.  Clean  with  gasoline  cylindrical  surface  of  distributor,  brush 
in  distributor  finger.  Lubricate  gear  and  pinion  through  hole  in 
top  of  gear  guard  and  spring  in  back  of  interrupter  base. 

29g.  Care  and  maintenance  of  Eisemann  magneto. — Fill 
now  and  then  with  vaseline  the  small  lubricator  placed  at  the  end 
of  the  distributor  shaft  in  the  center  of  the  large  gear,  and  the  lubri- 
cator between  magneto  and  gear  cover.  Lubricate  with  the  best 
lubricating  oil  the  wick  oilers  on  the  main  bearings  at  the  driving  and 
collector  ends  (the  latter  being  ball  bearings),  the  shaft  of  the  platinum 
contact  lever  and  the  cam  which  operates  it.  Clean  frequently  with 
gasoline  the  carbon  brush  on  distributor  finger,  the  platinum  con- 
tact, the  spring  contact  (part  891),  and  the  metallic  contact  pieces  on 
the  distributor  plate. 

29h.  Care  and  maintenance  of  Splitdorf  magneto. — Lubri- 
cate gears  with  best  lubricating  oil  through  oil  cups  on  back  plate; 
lubricate  distributor  shaft  bearing  through  oil  well  at  top  of  front 
plate;  and  lubricate  armature  shaft  bearing  through  oil  ducts  on 
side  of  front  plate.  Clean  frequently  with  gasoline  the  carbon  brushes 
on  distributor  cover  and  brass  segment  on  distributor.  Clean  with 
gasoline  and  lubricate  sparingly  cam  and  interrupter  lever. 


36 

ADJUSTMENT,  MAINTENANCE,  AND   INSTALLATION    OF 
PARTS  OF  ENGINE  PROPER. 

30a.  Bearings. — Each  bearing  is  supplied  with  five  sets  of  shims 
on  each  side.  Each  set  is  made  up  of  one  shim  0.030  inch  thick,  one 
shim  0.015  inch  thick,  and  three  shims  0.005  inch  thick,  making  a 
total  thickness  of  0.060  inch.  When  making  adjustments  for  wear 
do  not  take  out  more  than  0.005  inch  on  each  side.  Take  out  one 
shim  0.005  inch  thick  each  time  for  the  first,  second,  and  third  adjust- 
ments. Fourth  adjustment,  take  out  one  0.015-inch  shim  and  put 
back  two  0. 005-inch  shims.  Fifth  and  sixth  adjustments,  take  out 
one  0.005-inch  shim  each  time.  Seventh  adjustment,  take  out  one 
0. 030-inch  shim  and  put  back  one  0.0 15-inch  and  two  0.005-inch 
shims.  Eighth  and  ninth  adjustments,  take  out  one  0.005-inch  shim 
each  time.  Tenth  adjustment,  take  out  one  0.015-inch  shim  and 
put  back  two  0.005-inch  shims.  Eleventh  and  twelfth  adjustments, 
take  out  one  0. 005-inch  shim  each  time.  Linings  130,  135,  and  136 
(see  list  of  parts)  are  all  made  from  the  same  drawing  and  have  the 
same  dimensions,  but  owing  to  unequal  wear  in  operation  (the  lower 
lining  wearing  most)  it  is  advisable  to  replace  linings  after  disas- 
sembly in  the  same  places  in  which  they  were  found  originally.  This 
is  particularly  important  on  crank-shaft  bearings  to  maintain  proper 
shaft  alignment.  For  this  reason  all  linings,  both  in  engine  and 
furnished  as  spare  parts,  are  marked  with  numbers  on  edge  facing 
exhaust  side  of  engine.  Inside  main  crank-shaft  linings  are  numbered 
2,  3,  4,  beginning  with  the  flywheel  side,  and  similarly  connecting 
rod  head  linings  Cl,  C2,  C3,  C4.  Figures  must  appear  upright  in  the 
position  they  occupy  in  engine,  so  that  upper  linings  will  have  figures 
near  lower  edge  and  lower  linings  will  have  figures  near  upper  edge. 
In  a  similar  manner  main  end  bearing  linings  (293  and  294)  are 
made  from  same  drawing  and  marked  1  and  5,  respectively.  Each 
bearing  stud  or  bolt  is  fitted  with  a  standard  hexagonal-head  case- 
hardened  nut  and  lock  nut.  After  slacking  off  the  lock  nut  one  or 
two  turns,  tap  the  outer  shell  back,  which  will  at  once  release  the 
clamp  on  the  inner  shell,  and  the  nut  can  then  be  taken  off  easily  by 
hand.  When  tightening  up  connecting-rod  head  bolts,  make  sure 
the  head  is  down  in  place  and  the  flat  on  the  bolt  head  fits  with  the 
corresponding  flat  on  the  connecting  rod,  so  as  to  prevent  turning. 
This  also  applies  to  the  end  bearing  bolts  and  the  cylinder  holding- 
down  bolts  to  middle  bearings.  When  taking  off  or  replacing  the 
end  bearing  caps,  it  is  necessary  to  hold  up  the  bolts  as  high  as 
possible  on  account  of  clearance.  In  making  adjustments  to  bear- 
ings, take  note  that  all  parts  are  numbered  on  the  exhaust  side  from 
1  to  4,  running  in  sequence  from  the  flywheel  end.  They  should  be 
replaced  accordingly. 


37 

30b.  Valves. — Do  not  grind  in  valves  unnecessarily.  Before 
attempting  to  grind  in  valves,  make  sure  that  they  need  it.  In  most 
cases  cleaning  the  valve  and  valve  seat  thoroughly  with  gasoline 
will  disclose  the  fact  that  no  grinding  is  necessary,  As  further  test, 
after  cleaning,  oil  contact  surface  lightly  and  rotate  the  valve  in  its 
seat  under  pressure  by  means  of  a  breast  drill  or  brace.  Upon  with- 
drawing the  valve  from  its  seat,  the  necessity  for  grinding  in  will  be 
apparent  to  an  experienced  operator.  To  grind  in  valves,  lubricate 
valve  contact  surfaces  and  place  a  little  flour  of  emery  on  the  valve 
seat  (use  emery  sparingly),  rotate  the  valve  with  a  slight  pressure; 
examine  and  test  surfaces  from  time  to  time  as  explained  above. 
Cotton  waste  should  be  packed  into  cylinder  passages  in  order  to 
keep  the  emery  out  of  cylinders.  Remove  all  traces  of  emery  from 
the  valve  before  final  assembly.  The  valve  tool  should  be  used 
sparingly  or  preferably  not  at  all.  It  should  be  used  only  by  expe- 
rienced mechanics.  It  should  not  be  used  unless  valve  seat  is  badly 
pitted  or  burned  while  the  valve  itself  is  in  good  condition.  Other 
than  sparing  use  of  the  tool  will  result  in  ruining  the  cylinders. 
Before  using  the  tool  remove  with  gasoline  or,  if  necessary,  with  a 
scraper,  the  hard  scale  which  forms  on  the  interior  of  the  ports;  other- 
wise this  scale  wiH  prevent  the  tool  from  making  a  good  surface  on 
the  valve  seat.  When  valves  are  ground  or  when  new  valves  are 
installed,  it  will  be  necessary  to  check  the  valve  setting.  To  do  this, 
turn  the  engine  over  by  hand  until  the  valve  seats  firmly.  Then 
adjust,  by  means  of  the  valve  adjusting  clamp  (part  67),  the  distance 
between  the  valve  stem  and  the  tappet  rod  so  that  there  is  a  clearance 
of  -^2  inch  between  them  when  the  parts  are  hot.  This  clearance 
should  be  accurately  measured.  If  the  valves  are  so  adjusted 
that  they  do  not  seat  properly,  the  hot  gases  will  play  through  the 
opening  and  burn  the  valve  stems. 

30c.  Cylinders,  piston  rings,  etc. — The  tendency  of  all  internal 
combustion  engines  is  to  form  a  deposit  of  carbon  on  the  inside  of 
the  cylinders  and  this  tendency  is  increased  when  the  engine  is  run- 
ning under  partial  load.  The  tendency  can  be  reduced  when  the 
engine  is  run  under  light  load  by  throttling  the  gasoline  so  as  to  pro- 
duce a  leaner  mixture.  If  the  gasoline  is  throttled  too  much,  how- 
ever, there  is  liability  of  back-fire  taking  place  (there  is  no  danger 
from  this  source  unless  carbureter  is  flooded).  Carbon  in  the  cylin- 
ders causes  the  piston  rings  to  stick  and  become  inoperative,  as  well 
as  to  wear  on  the  sides  of  the  cylinders.  Cylinders  can  be  kept  in 
perfect  condition  by  the  use  of  kerosene  oil.  Pour  a  small  quantity 
of  kerosene  oil,  enough  to  fill  one  cartridge  shell  (or  two  shells  if  the 
engine  has  been  operated  at  or  near  full  load  for  five  or  six  hours) 
into  each  cylinder  at  the  end  of  the  run  and  while  the  engine  is  hot. 
Turn  the  engine  over  by  hand  two  or  three  times  so  as  to  thoroughly 


38 

wash  the  sides  of  the  cylinders  with  oil  and  to  allow  it  to  work  in 
and  around  the  piston  rings,  and  leave  it  there  until  the  next  run. 
This  should  be  done  frequently;  but  it  should  not  be  done,  however, 
when  the  set  is  to  be  laid  up  for  an  indefinite  period,  as  kerosene  in 
the  cylinders  will  cause  rust.  Carbon  can  be  completely  removed 
from  the  cylinders  by  commercial  acetone.  Acetone  should  be  used 
only  when  the  cylinders  are  disassembled  and  it  is  impossible  to  remove 
the  carbon  in  any  other  manner. 

30d.  Governor. — Trouble  has  been  experienced  with  the  engines 
when  first  installed,  due  to  a  slight  bending  of  the  lever  of  the  gov- 
ernor (part  39),  which  caused  the  governor  to  stick  and  make  the 
regulation  of  the  engine  poor.  This  lever  is  easily  bent,  and  the 
bending  may  occur  in  the  packing  of  the  engine,  in  transportation, 
or  in  setting  up.  The  free  working  of  the  governor  dashpot  (part  13) 
is  absolutely  essential  to  the  proper  operation  of  the  governor.  If 
the  engine  does  not  regulate  properly,  this  part  should  be  examined 
to  see  that  it  works  freely.  It  has  been  found  by  experience  that, 
after  the  graphite  has  been  placed  in  the  dashpot,  it  should  be  wiped 
out  again,  leaving  merely  a  film  on  the  inner  surface  of  the  dashpot. 
(See  par.  27e.)  The  engines  are  adjusted,  on  acceptance  test,  to 
regulate  properly.  This  adjustment  is  such  that,  upon  throwing  off 
full  load  of  25  kw.  or  instantly  applying  a  full  load  of  25  kw.,  the 
voltage  will  return  to  the  initial  figure  (stamped  on  the  name  plate 
of  the  generator)  within  five  seconds;  moreover,  the  fluctuation  of 
voltage  on  constant  load  does  not  exceed  one  volt  during  long  periods 
of  operation.  Therefore,  because  of  these  careful  adjustments  before 
shipment,  it  should  be  unnecessary  to  alter  the  governor  in  any 
manner  after  receipt  of  the  engine.  Any  failure  to  regulate  should 
be  traced,  if  possible,  to  some  other  cause,  and  the  governor,  because 
of  its  intricate  construction,  should  be  left  undisturbed.  If,  upon 
starting  up,  the  speed  at  full  load  is  not  560  r.  p.  m.,  a  moderate  in- 
crease or  decrease  may  be  obtained  by  increasing  or  decreasing  the 
tension  of  the  spring  (part  57) .  The  speed  at  no  load  (with  only  the 
fan  for  a  load)  may  vary  from  570  to  575  r.  p.  m. 

30e.  Flywheel. — The  flywheel  is  held  to  the  crank  shaft  with  a 
key  and  taper  fit,  being  securely  clamped  by  a  nut  (part  106),  in  turn 
locked  by  set  screws  (part  146).  To  remove  the  flywheel,  first  drive 
out  the  cranking  pin  (part  73),  loosen  set  screws  and  unscrew  the 
clamping  nut;  a  special  wrench  is  provided  for  this  nut.  The  fly- 
wheel should  be  slung  so  as  to  take  its  weight  off  the  crank-shaft. 
A  special  tool,  "flywheel  puller"  1  (parts  311,  312,  313),  is  furnished 
for  pulling  the  flywheel  off  the  taper.  Figure  14  shows  method  of  dis- 

1  No  flywheel  pullers  are  furnished  with  Form  A  engines.    A  puller  similar  to  that  illustrated  above 
can  be  readily  fabricated  if  needed  to  remove  flywheel  hub. 


39 

assembly,  turning  the  nuts  (part  312)  draws  wheel  off  easily.     In  replac- 
ing the  flywheel,  push  it  on  the  shaft  by  hand  as  far  as  possible,  forcing 


Fig.  14.— Removal  of  flywheel. 

it  finally  in  place  by  the  clamping  nut.     Tighten  the  set  screws  and 
drive  in  the  cranking  pin. 

30f.  Gears. — It  should  be  noted  that  when  cloth  gears  are 
furnished  the  pump  and  magneto  gears  are  interchangeable,  but  such 
is  not  the  case,  however,  where  steel  gears  are  used  throughout.  If 
the  gears  are  removed  for  any  purpose,  they  should  be  replaced  as 
indicated  in  figure  15.  In  the  later  engines  gears  are  marked  as  indi- 
cated in  the  figure.  If  gears  are  not  marked  as  indicated,  observe 
that  the  reference  line  in  all  cases  is  the  line  through  shaft  center  and 
the  center  of  the  key-way.  After  replacing  gears,  always  test  order 
of  firing  of  cylinders  as  explained  in  paragraph  29b. 


40 


W-fl 


41 

GENERATOR  AND  MOTOR. 

31  a.  Field  rheostat  of  generator. — Although  the  generator  is 
flat  compounded  for  115  volts  (or  230)  at  full  load,  it  must  be  remem- 
bered that  at  loads  intermediate  between  no  load  and  full  load  the 
voltage  is  somewhat  higher  than  the  full  or  no  load  voltage.  There- 
fore, the  proper  setting  for  field  rheostat  should  be  determined  either 
at  full  load  or  no  load.  If  field  is  adjusted  to  give  115  volts  at  half 
load,  say,  the  generator  will  fail  to  hold  the  voltage  properly  at  all 
other  loads. 

31b.  Generator  brush  setting. — The  direction  of  rotation  of 
these  machines  is  counter-clockwise  when  facing  the  commutator  end 


Fig.  16.— Brush  and  holder. 

and  the  brushes  are  always  arranged  so  that  they  trail  with  reference 
to  the  rotation  of  the  commutator,  figure  16.  The  nuts  on  the  brush- 
holder  studs  should  be  tightened  so  that  studs  will  be  held  rigidly, 
then  clamp  the  body  of  the  brush-holder  firmly  on  the  stud  with  the 
lower  edge  of  the  box  3^  inch  from  the  surface  of  the  commutator. 
Care  should  be  taken  to  see  that  the  lower  side  of  the  box  (A-Al), 
figure  16,  is  parallel  with  the  surface  of  the  commutator;  in  other 
words,  the  distance  of  the  point  "A"  from  the  commutator  should  be 
the  same  as  that  of  the  point  "Al."  Also  be  careful  to  see  that  the 
brush  holders  are  staggered,  so  that  the  brushes  on  any  one  stud  will 
not  follow  exactly  behind  those  on  the  next  stud  ahead.  The  brushes 
should  then  be  inserted  in  the  boxes,  properly  sandpapered  and  fitted 
to  the  surface  of  the  commutator. 

The  brushes  should  be  properly  spaced  by  placing  a  paper  ring 
around  the  commutator  marked  with  equal  spaces  to  correspond  to 
the  number  of  poles.  When  the  brushes  are  correctly  set,  across  the 
brush-holder  }^oke  is  chisled  a  line,  just  under  the  arrow  on  the  right- 


42 

hand  side  of  the  upper  arm  of  the  bearing  bracket.  This  position 
will  give  correct  commutation  and  compounding  for  all  loads.  The 
pressure  of  the  brush  should  be  from  1J  to  2  pounds  per  square  inch, 
and  can  easily  be  adjusted  by  placing  the  adjusting  lever  in  one  of 
the  various  notches.  Nothing  is  gained  by  increasing  the  pressure 
per  square  inch  on  a  carbon  brush  above  2  pounds,  as  the  resistance 
per  square  inch  beyond  this  point  is  practically  not  reduced,  whereas 
the  friction  is  increased  in  direct  proportion  to  the  pressure.  Fit  the 
carbon  brushes  carefully  to  the  commutator  by  passing  beneath  them 
Xo.  0  sandpaper,  with  the  rough  side  against  the  brush  and  the 
smooth  side  held  down  closely  against  the  surface  of  the  commutator. 
Move  the  sandpaper  in  the  direction  of  rotation  of  the  armature  and 
draw  it  back  for  the  next  cut  with  brush  raised  to  free  it  of  sand- 
paper; then  lower  the  brush  and  repeat  the  operation  until  a  perfect 
fit  is  obtained.  If  the  brush  requires  considerable  sandpapering,  No. 
2  sandpaper  may  be  used  at  first,  but  the  final  fitting  should  be  clone 
with  No.  0.  If  an  attempt  be  made  to  fit  the  brushes  without  raising 
them,  while  drawing  the  sandpaper  back,  it  wiU  in  every  case  fail  to 
give  satisfactory  results. 

31c.  Generator  commutator. — The  commutator,  brushes  and 
brush  holders  should  at  all  times  be  kept  perfectly  clean  and  free 
from  carbon  or  other  dust.  Wipe  the  commutator  from  time  to 
time  with  a  piece  of  canvas  slightly  soaked  with  vaseline;  if  vaseline 
is  not  at  hand,  use  oil,  but  lubricant  of  any  kind  should  be  applied 
very  sparingly.  If  the  commutator,  when  running,  begins  to  give 
trouble  by  roughness,  with  attendant  sparking  or  excessive  heating, 
it  is  necessary  immediately  to  take  measures  to  smooth  the  surface. 
Any  delay  will  aggravate  the  trouble  and  eventually  cause  high  tem- 
peratures, throwing  of  solder  and  possibly  displacement  of  the  seg- 
ments. No.  0  sandpaper  fitted  to  a  segment  of  w^ood  with  a  radius 
equal  to  that  of  the  commutator,  if  applied  in  time  to  the  surface 
when  running  at  full  speed  (and  if  possible  with  brushes  raised)  and 
kept  moving  laterally  back  and  forth  on  the  commutator,  will  usually 
remedy  the  fault.  If  this  does  not  suffice,  it  will  then  be  necessary 
to  take  the  armature  out,  tighten  up  the  segments  and  turn  them  off 
true.  A  machine  tool  will  not  leave  the  surface  smooth  enough  to 
give  perfectly  satisfactory  results.  It  is  always  necessary,  before 
putting  on  a  load,  after  the  commutator  has  been  turned,  carefully 
to  smooth  the  surface  with  the  finest  sandpaper,  thus  removing  all 
traces  of  the  tool  point. 

31d.  Generator  connections. — The  connections  and  manner  of 
placing  the  spools  are  shown  in  fig.  6.  Care  should  be  taken  to  see 
that  all  connections  both  between  the  coils  and  on  terminal  boards 
are  made  as  tight  and  rigid  as  possible,  in  order  to  reduce  the  contact 
resistance  to  a  minimum. 


43 

31  e.  Fan  motor. — Handhole  covers  on  the  fan  motor  should  he 
removed  and  hrushes  and  commutators  examined  from  time  to  time. 
It  must  he  remembered  that  it  is  occasionally  necessary  to  replace 
carbon  brushes.  They  should  not  be  allowed  to  wear  to  such  an 
extent  as  to  permit  the  rivets  of  the  pigtail  attachment  to  come  in 
contact  with  the  commutator.  The  general  remarks  given  in  para- 
graphs 31b  and  31c,  relative  to  the  care  of  commutator  and  brush 
settings,  apply  with  equal  force  to  the  fan  motor. 

32.  SYNOPSIS  OF  TROUBLES  AND  THEIR  CAUSE. 


Trouble. 


Hard  to  start. 


Knocking. 


Overheating. 


Poor  regulation. 


Cause. 


Dirty  plug  (see  par.  29d}. 

Spark  gap  in  plug  not  properly  adjusted — between  1/32 

to  1/64  inch  correct. 
Broken  porcelain  insulator  at  plugs  or  insulation  of 

high-tension  lead  punctured . 
Wiring  connections  not  rigid. 
Poor  mixture. 
Cold  weather  (see  par.  27f). 
Spark  too  far  advanced  for  load. 

One  cylinder  not  firing,  the  others  being  therefore  over- 
loaded. 
Pre-ignition,  caused  by  too  rich  or  too  lean  a  mixture  or 

by  carbon  in  cylinders. 
Loose  bearings. 

Water  circulation  faulty  (see  par.  26V). 
Fan  stopped. 

Improper  mixture  (see  par.  2 8 a}. 
Spark  retarded  too  much. 
One  or  more  cylinders  not  firing  (this  also  manifests 

itself  by  periodic  swing  in  the  voltage) . 
Sticky  governor  or  dashpot  (see  par.  27 e}. 
Sticky  or  dirty  throttle  valve. 
Gasoline  needle  valve  clogged  (see  par.  28e). 


44 

PART  III.— INSTALLATION. 

SHIPMENT: 

33.  Before  shipment  the  exhaust  header  and  the  intake  manifold 
are  removed  and  replaced  by  two  lifting  bars  by  which  the  set  may  be 
safely  lifted.     The  set,  as  a  whole,  should  be  lifted  in  this  manner 
only.     The  sets  when  received  will  be  found  disassembled  and  packed 
in  the  following  manner: 

1.  A  crate  containing  the  engine  and  the  generator   (minus  the 
parts  listed  below). 

2.  A  box  containing  the  exhaust  header. 

3.  A  box  containing  the  intake  manifold,  carburetor,  hot-air  in- 
take, water-outlet  pipes  (from  cylinders  to   exhaust  header),  field 
rheostat  and  electric  air  heater  (if  one  be  furnished). 

4.  A  box   containing   the   governor,   governor  bracket,    and   the 
throttle  valve  connecting  rod. 

5.  A  box  containing  the  tool  box  and  tools. 

6.  A  box  containing  spare  part  box  and  spares. 

7.  A  box  containing  foundation  bolts.     Foundation  bolts,  of  type 
indicated  in  fig.  17,  are  shipped  in  advance  of  set  proper  and  as  early 
as  practicable. 

8.  A  crate  containing  the  radiator,  motor,  motor  pedestal,  and  sub- 
base. 

9.  A  box  containing  fan  motor  rheostat. 

10.  A  box  containing  100  starting  cartridges. 

11.  A  box  containing  the  muffler. 

ASSEMBLY: 

34.  Each  separate  box  or  crate  is  marked  with  the  serial  number 
of  the  set,  and  only  the  component  parts  thus  indicated  should  be 
comprised  in  a  given  installation  (i.  e.,  governors,  radiators,  etc.,  are 
not  interchangeable).     Where  there  is  a  likelihood  of  wrong  assembly, 
the  parts  are  marked  to  indicate  their  correct  positions.     Particular 
attention  is  invited  to  the  fact  that  water-outlet  pipes  (parts  55,  613, 
614,  615)  are  not  interchangeable;  the  cylinders  to  which  they  belong 
are  indicated  by  numbers  on  the  pipes.     When  assembling  iron  to 
iron  parts  subject  to  heat  (e.  g.,  cylinders  to  exhaust  manifold)  the 
surfaces  not  gasketed  should  be  coated  with  a  mixture  of  oil  arid 
graphite.     When  installing  keyed  parts  on  shafts,  the  shafts  and  keys 
should  be  thoroughly  oiled. 


45 

FOUNDATIONS: 

35.  Provide  the  sets  with  a  suitahle  foundation,  at  least  2  feet  thick 
and  resting  on  hard  earth.  The  foundation  bolts  should  be  set  in 
pipes,  allowing  displacement  in  all  directions  until  the  engine  is  located 
over  them.  The  customary  way  of  insuring  that  the  engine  base  will 
have  an  even  bearing  on  the  foundation,  is  to  raise  it  about  f  to  J 
inch  on  wedges  or  shims;  level  it  and  tighten  holding  nuts  and  then 
float  the  top  of  the  foundation  with  concrete  grout  to  a  height  slightly 
above  the  bottom  of  the  engine  base.  The  simplest  way  of  leveling  the 
engine  consists  in  removing  cylinder  No.  4  and  leveling  the  machined 
surface  of  its  seat  both  longitudinally  and  laterally.  Be  sure  that 
grout  fills  pipes  for  foundation  bolts.  The  subbasc,  the  radiator,  and 
fan  motor  should  be  similarly  installed  on  a  concrete  foundation  of  at 
least  6  inches  thick.  The  district  engineer  officer  must  provide  the 
necessary  foundation  bolts  (f-inch  diameter)  for  the  radiator  sub- 
base.  For  typical  sections  of  foundations  see  figs.  24  and  25.  Sets 
will  run  without  objectionable  vibration  or  excessive  noise  only  when 
foundations  are  properly  constructed. 


'  FOUNDATION    PLATE 


-HEX.HD.  NUT  f  *9TH'H 
ASHCA 

'LONG  THREADED  ON 
BE  .REMOVED  BEFORE 

i  IN.—           • 

^•W 

RLE  ^i 
W.  TO 
NG. 

(JlJjj^'il'j^L  T---^i 

~l$s2? 



^2$"  PIPE   L  FT.  5  IN.  LONG. 

t-Zg  PIPE  COUPLING 

WNIF 

ONE  E 
GROUT 

Fig.  17.— Foundation  bolt  for  engine  base. 


46 


47 


48 

WATER  COOLING  SYSTEM: 

36a.  General. — It  is  absolutely  essential  that  the  water-cooling 
system  be  carefully  installed  before  any  attempt  is  made  to  operate 
the  sets.  The  amount  of  water  required  in  the  circulating  system  is 
small.  The  exact  amount  depends  upon  the  installation,  but  in  a 
general  case  it  will  not  exceed  50  gallons. 

36b.  Valves. —No  valves  are  to  be  placed  in  the  main  line  of 
piping  of  the  cooling  system,  either  in  the  water  outlet  pipe  (from 
exhaust  manifold  to  radiator)  or  in  the  return  pipe  (from  radiator  to 
pump).  Such  a  valve  if  installed  might  be  left  closed  at  starting  with 
consequent  disastrous  results  to  the  engine. 

36c.  Size  of  pipe. — The  size  of  the  water-pipe  connections 
(1^-inch)  on  the  engine  and  the  radiator  indicates  the  proper  size  of 
pipe  to  be  used  when  the  radiator  is  placed  at  a  distance  of  not  more 
than  30  feet  from  the  engine.  However,  at  greater  distances  the 
friction  in  1^-inch  pipe  would  be  too  great.  In  such  cases  the  size 
of  the  pipe  should  be  increased  to  1^  inches  or  2  inches,  depending 
upon  the  distance  at  which  the  radiator  is  installed.  With  2-inch 
pipe  there  should  be  no  difficulty  in  operating  the  set  with  the  radiator 
at  a  distance  of  200  feet  from  the  engine,  but  in  such  an  installation 
care  should  be  taken  to  avoid  unnecessary  bends  and  particularly 
inverted  siphons  in  the  return  pipe.  All  fittings  must  be  tight,  par- 
ticularly on  the  suction  side  of  the  pump,  as  a  small  air  leak  may 
materially  reduce  the  volume  of  water  circulated  and  cause  overheat- 
ing. 

36d.  Pressure  gauge,  waste  cock,  and  sight-flow  indicator.— 
A  pressure  gauge  should  be  installed  in  the  water  system  near  the  ex- 
haust manifold.  A  gauge  of  the  same  size  and  interchangeable  with 
the  oil  gauge  (part  45)  and  having  a  range  of  25  or  30  pounds  should 
be  used.  The  pressure  gauge  is  attached  by  inserting  a  1J  by  J  inch 
tee  in  the  pipe  leading  from  the  top  of  the  exhaust  to  the  radiator 
and  as  near  the  exhaust  outlet  as  practicable.  To  the  ^-inch  opening 
of  the  1^-inch  tee  in  the  circulating  pipe  should  be  attached  a  ^-inch 
tee  by  means  of  a  nipple.  To  the  top  of  this  latter  ^-inch  tee  should 
be  connected  the  pressure  gauge  by  means  of  a  nipple  and  J-inch  tee 
handle  stop  cock.  To  the  bottom  of  the  ^-inch  tee  should  be  con- 
nected, in  the  order  named,  a  nipple,  a  45°  elbow,  and  |-inch  air  cock 
(waste  cock)  with  lever  handle.  The  installation  should  be  such  that 
water  draining  from  the  cock  will  clear  the  exhaust  manifold  of  the 
engine.  The  cock  immediately  below  the  gauge  is  necessary  to  reduce 
the  effect  of  the  pulsations  in  the  water  pipe.  The  proper  method 
of  attaching  the  gauge  and  cocks  is  shown  in  fig.  20.  The  use  of  the 
waste  cock  when  the  engine  is  in  operation  is  described  in  paragraph 
26f.  The  gauge  cocks  and  pipe  fittings  are  supplied  by  the  Engi- 
neer Depot,  Washington  Barracks.  The  sight-flow  indicator  should 


49 


ho  located  immediately  below  the  pump  (below  part  64)  and  in  such 
a  position  that  the  flap  will  be  horizontal  when  no  water  is  flowing. 


—  *  Wcrter  pressure  jot/ ye. 


Or~ 

WXTFS?    OUT£.£T    P/PE    Or-    25  /f.  W.   GsIS  MOTO/?  SfTS  /4DOPTZD 

D/ST&/CT. 


-  /-/«? 


Fig.  20. 


36e.  Proper  method  of  piping.— The  water  supply  should  be 
led  to  a  point  conveniently  near  the  radiator  so  as  to  permit  the 
radiator  being  filled  by  hose  through  filling  cap.  The  scheme  of 
attaching  the  supply  pipe  direct  to  the  exhaust-water  outlet  on.  the 
engine  for  the  purpose  of  insuring  that  the  jackets  are  full  before 
the  engine  is  started  should  be  not  resorted  to  generally.  Successful 
operation  with  such  an  installation  depends  upon  proper  manipula- 
tion and  functioning  of  valves.  For  example,  if  the  supply  valve 
should  leak  in  cold  weather  after  the  engine  had  been  drained,  the 
water  thus  admitted  to  jackets  might  freeze  and  crack  the  cylinders. 
This  type  of  installation  is  also  subject  to  the  objection  of  air  binding. 

36f.  Loss  of  cooling  water. — If  the  level  of  water  in  radiator  at 
overflow  is  not  at  the  highest  point  of  the  cooling  water  system  there 

22066°— 16 4 


50 

may  be  a  considerable  waste  of  water  after  shutting  down  due  to  the 
difference  in  head  between  the  highest  point  and  the  radiator  over- 
flow level.  Thus,  with  200  feet  of  2-inch  pipe  higher  than  the  radia- 
tor overflow  level,  the  loss  of  water  on  shutting  down  would  be  con- 
siderable (approximately  30  gallons)  and  the  advantages  of  the 
closed  system  would  be  lost,  particularly  where  good  cooling  water  is 
scarce.  On  the  other  hand,  the  amount  of  cooling  water  lost  might, 
in  some  cases,  be  negligible.  Nevertheless,  if  practicable,  the  radia- 
tor overflow  level  should  be  made  the  highest  point  in  the  water- 
cooling  system.  Cases  may  arise  where  this  would  entail  expensive 
cutting  of  concrete  above  radiator  in  order  to  get  necessary  eleva- 
tion, or  would  result  in  too  great  a  reduction  of  head  room  near 
engine  (in  order  to  keep  exhaust  water  outlet  pipe  below  plane  of 
radiator  overflow  level).  The  solution  of  the  problem  is  a  matter 
requiring  good  judgment  on  the  part  of  the  constructing  officer.  In 
extreme  cases  it  may  be  necessary  to  have  the  highest  point  of  the 
cooling  water  system  in  the  overflow;  to  vent  the  overflow  at  this 
point;  and  to  make  the  radiator  cap  water-tight  by  means  of  a  suit- 
able gasket. 

36g.  Where  radiator  is  out  of  commission  or  not  installed.— 
While  in  most  cases  it  is  best  to  adhere  to  the  typical  method  of 
installing  the  radiator  and  fan  to  cool  the  jacket  water  and  thereby 
avoid  the  waste  of  water  and  the  occurrence  of  new  complications,  it 
is  possible  to  conceive  of  an  emergency  arising  under  which  it  may 
be  desirable  or  necessary  to  use  water  drawn  from  the  city  or  post 
water  system  (for  example,  when  the  fan  or  radiator  is  damaged). 
The  proper  method  of  arranging  the  piping  in  such  cases  and  the  only 
one  which  is  recommended  is  shown  in  figure  21.  The  suction  of  the 
pump  is  connected  to  the  discharge  above  the  manifold,  thus  com- 
pletely by-passing  the  engine.  The  supply  is  led  into  this  by-pass 
just  below  the  pump.  A  valve  is  placed  in  the  supply  before  it 
reaches  the  by-pass.  The  waste  pipe  of  the  system  should  be  carried 
up  a  few  feet,  and  then  across  the  ceiling  to  the  point  of  discharge, 
thus  giving  the  necessary  head  room.  The  waste  pipe  should  be 
high  enough  to  give  a  static  head  greater  than  friction  head  of  the 
by-pass;  i.  e.,  with  the  supply  valve  closed  and  by-pass  full  of  water,  no 
water  should  appear  at  the  overflow  when  the  engine  is  in  operation. 

The  discharge  should  be  in  clear  view  of  the  operator  so  as  to 
enable  him  to  tell  at  a  glance  the  amount  of  water  that  is  wasting 
from  the  system.  In  places  where  the  set  may  be  subjected  to 
freezing  temperatures,  a  drain  should  be  provided  in  the  by-pass  at 
its  lowest  point.  A  strainer  should  be  interposed  in  the  supply 
between  the  lower  by-pass  connection  and  the  supply  valve  in  order 
to  prevent  injurious  substances  from  entering  the  pump.  No  valve 
except  one  in  the  supply  pipe  should  be  placed  in  the  system.  It 


51 

should  be  noted  that  a  permanent  installation  of  this  type  should 
be  made  only  in  cases  where  radiator  is  not  installed.  It  is  intended 
primarily  as  a  temporary  installation  to  be  resorted  to  only  when 
the  radiator  is  out  of  commission. 


36h.  Other  methods  of  piping. — Other  methods  of  piping  than 
those  given  above  will  lead  to  more  or  less  serious  complications. 
For  example,  it  has  been  found  by  actual  experience  that  where  the 
city  or  post  water  is  piped  directly  into  the  engine,  unequal  cooling 


52 

in  the  cylinders  results.  This  is  due  to  the  fact  that  the  baffle  plates 
in  the  water-outlet  pipes  from  the  cylinders  are  proportioned  to  the 
pressure  created  by  the  circulating  pump.  Any  marked  increase  or 
decrease  in  this  pressure  will  cause  unequal  distribution  of  water 
among  the  cylinders,  and  consequently  unequal  cooling. 

FUEL  SUPPLY: 

37a.  Gasoline  tanks.— The  370-gallon  gasoline  tank  (see  fig.  22l 
for  dimensions)  should  be  buried  outside  the  engine  room  below  the 
level  of  the  engine  room  floor.  The  bottom  of  the  tank  should  not 
ordinarily  be  more  than  5  feet  below  the  level  of  the  engine  base  and 
the  tank  should  be  placed  as  near  the  engine  as  is  practicable.  Before 
installing,  the  tank  should  be  thoroughly  cleaned  inside  and  coated 
outside  with  tar.  It  should  be  set  on  a  foundation  of  broken  stone 
about  18  inches  thick  to  insure  good  drainage,  and  back-filled  with 
earth  or  small  stone.  Tanks  should  not  ordinarily  be  installed  so  as 
to  permit  their  use  by  more  than  one  engine,  as  this  requires  use  of 
valves  in  supply  and  overflow  pipes.  For  the  protection  of  the  supply 
and  return  pipe  where  they  enter  the  tank,  it  is  suggested  that  a 
reinforced  concrete  box  be  built  over  the  tank  outlet.  This  box 
should  be  about  15  inches  square  inside  and  6  inches  deep  in  the 
middle,  and  should  rest  on  the  tank.  A  plate  metal  or  reinforced 
concrete  cover  should  also  be  provided.  This  arrangement  being  be- 
low ground  will  provide  a  well-protected  means  of  access  to  the  pipe 
in  case  of  trouble.  It  also  gives  a  minimum  space  for  the  accumula- 
tion of  gasoline  vapor  in  case  of  leakage.  For  these  reasons  it  is  to 
be  preferred  to  a  manhole  accessible  from  the  ground  level. 

37b.  Overflow  pipe. — It  is  absolutely  essential  that  the  return 
gasoline  pipe  carrying  the  overflow  from  the  carburetor  to  the  tank 
be  installed  without  the  slightest  pocket  in  which  air  may  collect. 
A  gradual  descent  from  the  carburetor  to  the  tank  is  imperative, 
otherwise  when  the  engine  is  started  the  carburetor  will  flood.  The 
engine  when  started  cold  is  liable  to  backfire  through  the  carburetor 
(as  has  happened  on  many  occasions),  and  the  results  with  a  flooded 
carburetor  are  serious.  The  necessity  for  a  free  overflow,  there- 
fore, can  not  be  too  strongly  emphasized.  Under  ordinary  con- 
ditions a  ^-inch  pipe  (inside  diameter)  for  the  overflow  is  sufficient. 
However,  if  the  tank  is  installed  at  a  considerable  distance  from  the 
engine  or  the  grade  of  the  overflow  pipe  is  slight,  it  is  advisable  to 
install  a  f-inch  pipe  (inside  diameter). 

1  Two  types  of  tanks  are  furnished,  as  shown  in  fig.  22,  one  with  both  heads  dished,  the  other  with  one 
head  dished  and  one  convex.  The  type  depends  upon  the  design  used  by  manufacturer  to  whom  contract 
is  awarded . 


53 


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37c.  Supply  pipe. — The  specifications  under  which  the  sets  are 
purchased  require  the  gasoline  pump  to  lift  the  supply  of  gasoline 
5  feet.  The  gasoline  pump  will  easily  meet  this  requirement  under 
proper  conditions  and  will  generally  lift  the  gasoline  somewhat  greater 
distances  than  specified  (the  lift  of  the  pump  depends  very  largely 
upon  the  temperature  of  the  gasoline).  The  lift  in  all  cases  should 
be  as  small  as  possible,  having  due  regard  for  the  slope  of  the  overflow 
pipe.  As  a  general  rule  f-inch  pipe  (inside  diameter)  will  be  found 
satisfactory  for  supply  pipe.  If  possible  the  supply  pipe  should  be 
installed  without  foot  valves  (or  check  valves  which  are  indicated 
in  fig.  22)  in  order  that  all  gasoline  may  drain  back  into  the  tank 
when  the  engine  is  stopped.  If  the  lift  does  not  exceed  6  feet  and 
the  supply  line  is  not  unusually  long,  the  pump  will  lift  the  gasoline 
without  a  foot  valve.  Foot  valves  in  the  gasoline  tank  are  likely  to 
get  out  of  order  and  they  are  difficult  to  repair  on  account  of  their 
location.  It  is  recommended  that  the  constructing  officers  experi- 
ment with  their  installations  before  deciding  upon  the  use  of  check 
valves  in  the  supply  pipe. 

37d.  Piping  in  general.  -Gasoline  piping  should  be  installed 
without  screw  or  breakable  joints  between  the  carburetor  or  pump 
and  the  unions  at  the  tank  outlets.  It  is  suggested  that  both  the 
gasoline  supply  and  return  pipe  be  continuous  lengths  of  lead  pipe 
and  that  they  be  wiped  to  the  nipples  at  tank  outlets.  Outside  the 
emplacement  the  piping  should  be  placed  in  ducts  or  large  iron  tubes. 
Gasoline  pipes  in  the  engine  room  floor  should  be  installed  in  a 
trench  covered  by  removable  floor  plates,  thus  permitting  the 
piping  to  be  inspected  for  leaks  occasionally  and  giving  easy  access 
for  repairs.  Brass  overflow  and  supply  pipes  should  be  dropped 
from  the  carburetor  and  the  pump  into  the  trench  near  the  engine 
and  wiped  into  the  lead  pipes  in  the  trench.  An  exception  to  the 
general  rule,  that  lead  pipe  shall  be  used  for  the  gasoline  supply 
and  overflow  may  be  made  if  there  is  probability  that  rats  would 
gnaw  the  lead  pipe.  In  some  Coast  Artillery  installations,  rats  have 
caused  considerable  damage  to  lead-sheathed  cable.  If  such  a  con- 
dition is  anticipated,  brass  pipe  should  be  installed  and  all  joints 
should  be  soldered. 

RADIATOR: 

38a.  General. — The  fan  throws  a  very  large  quantity  of  air 
through  the  radiator,  approximately  10,000  cubic  feet  per  minute, 
and  a  free  circulation  of  cool  air  must  therefore  be  provided.  As  a 
rule,  the  fan  room  should  be  separated  from  the  engine  room  and 
provision  should  be  made  for  taking  the  air  either  from  the  engine 


55 

room  or  from  the  outside  as  may  be  required.  Avoid  installing  the 
radiator  in  such  a  manner  that  the  same  air  will  be  used  over  again 
and  again,  as  such  installation  will  cause  a  rapid  rise  in  temperature 
of  the  water.  Radiators  should  be  instaUed  so  that  the  radiator 
tubes  (not  the  motor)  will  face  the  window  or  opening  through  which 
air  is  to  be  blown.  It  should  be  noted  that  a  resistance  is  now  pro- 
vided on  the  switchboard  for  the  radiator  fan  motor  circuit.  The 
purpose  of  this  resistance  is  described  in  paragraphs  20a,  footnote, 
and  26d. 

38b.  Ventilation  of  engine  room  by  radiator. — In  the  aver- 
age installation  air  is  drawn  from  the  fan  room  and  discharged 
through  an  opening  into  the  outside  air.  If  it  is  desired  in  cold 
climates  to  use  the  hot  air  from  the  radiator  to  heat  the  engine  and 
fan  rooms,  the  fan  motor  leads  should  be  reversed  and  the  doors  and 
windows  properly  manipulated  so  as  not  to  obstruct  the  free  passage 
of  the  hot  air.  In  this  manner  the  air  is  drawn  from  outside,  heated 
by  the  radiator,  and  forced  through  the  fan  and  engine  rooms  to  the 
proper  outlet.  A  reversing  switch  should  not  be  installed  in  the 
fan  motor  circuit,  as  this  might  be  left  open  at  starting.  The  proper 
direction  of  rotation  of  the  fan  is  counterclockwise  (viewed  through 
the  radiator  tubes) .  It  should  be  noted  that,  due  to  propeller  action 
of  fan,  there  is  a  thrust  from  the  fan  hub  to  the  motor  shaft.  Reversal 
of  direction  of  rotation  of  fan  will  change  this  thrust  to  a  pull  and 
there  will  be  a  tendency  for  the  fan  to  pull  itself  loose  from  the  cou- 
pling and  to  pull  the  coupling  from  the  motor  shaft.  Where  reversal 
of  the  fan  is  contemplated,  therefore,  it  is  apparent  that  set  screws 
and  keys  provided  are  not  sufficient  to  resist  this  pull.  In  such  cases 
the  shaft  and  coupling  should  be  drilled  and  additional  set  screws 
provided  to  properly  bind  the  fan  to  the  coupling  and  the  coupling  to 
the  generator  shaft. 

38c.  Use  of  radiator  to  heat  battery  room. — In  cases  where 
"condensation"  troubles  are  likely  to  be  met,  provision  should  be 
made  for  the  use  of  hot  air  from  the  radiator  to  heat  the  battery 
rooms.  Fig.  24  shows  a  typical  power  installation  in  a  modern 
mortar  battery.  When  the  door  in  air  passage  is  in  position  o-n, 
the  hot  air  from  the  radiator  is  discharged  through  the  flue;  when  in 
position  o—p,  the  hot  air  may  be  forced  through  the  various  battery 
rooms.  To  insure  the  proper  circulation  of  air  in  the  latter  case,  it 
may  be  necessary  to  place  a  damper  in  the  flue.  Fig.  23  show  a 
convenient  arrangement  and  the  use  of  doors  in  14-inch  gun  battery 
(2-story  type)  in  cases  where  it  is  desirable  to  heat  battery  by  hot 
air  from  the  radiator.  The  radiator  in  this  case  discharges  into  the 
air  passage.  By  closing  the  doors  across  passage  £6,  the  hot  air  is 


56 


forced  through  passage  a;  similarly  by  closing  doors  across  passage  «, 
air  may  be  forced  through  passage  bb.     The  other  door,  shown  in 


USE  OF   RADIATOR    TOR  HEATING    14"  GUN    BATTERY. 


Fig.  23. 

fig.  23 ,  may  be  used  as  a  deflector,  dividing  the  air  from  the  radiator 
between  e  and/. 

EXHAUST  CONNECTIONS: 

39.  The  exhaust  header  is  provided  at  either  end  with  a  blind  and 
threaded   flange.     The   exhaust   connections   may   therefore   be   led 
from  either  end  of  the  engine.     The  muffler  has  a  red  arrow  painted 
thereon  to  indicate  the  proper  direction  of  gas  flow.     Should  the 
muffler  or  any  portion  of  the  exhaust  pipe  be  placed  vertically,  pro- 
vision must  be  made  for  draining  all  pockets.     Standard  3-inch  pipe 
shoidd  be   used  in   the   exhaust   connections.     The  exhaust   piping 
should  be  kept  as  free  from  elbows  as  is  practicable.     Too  many 
elbows  give  an  excessive  back  pressure  on  the  engine  and  result  in 
faulty  operation.     As  a  general  rule,  not  more  than  four  right-angle 
turns  should  occur;  45°  bends  should  be  used  in  preference  to  90° 
bends  wherever  practicable. 

SWITCHBOARDS: 

40.  A  generator  panel  is  issued  with  each  set,  and  feeder  panels 
where  required.     The  panels  should  be  installed  about  2^  feet  from 
the  wall  and  in  front  of  an  open  manhole  or  trench  (provided  with  a 
cover  plate)  from  1  to  4  feet  deep,  in  which  all  the  feeder  cables  and 


57 

generator  leads  can  terminate.  The  generator  leads  should  be  pref- 
erably installed  in  three  2-inch  pipes  placed  under  the  floor  with  long 
sweep  elbows  turning  up  under  the  generator  frame  and  projecting 
about  an  inch  above  the  floor.  The  other  ends  of  the  pipes  should 
terminate  in  the  manhole  behind  the  switchboard.  The  field  of 
generator  must  be  so  connected  to  the  switchboard  that  opening  of 
circuit  breaker  does  not  open  the  field  current.  In  some  cases  where 
a  feeder  panel  is  installed  a  satisfactory  method  of  wiring  the  sets  is 
to  terminate  all  feeder  cables  in  the  trench  in  rear  of  the  switchboard, 
and  connecting  these  cables  to  the  feeder  switches  and  circuit 
breakers  by  vertical  risers  of  solid  weatherproof  wire  (about  No.  2 
B.  &  S.  gauge).  These  risers,  because  of  their  stiffness,  can  be  shaped 
and  squared  up  in  a  workmanlike  manner.  Feeder  cable  after  leaving 
the  switchboard  should  preferably  be  placed  in  ducts — if  placed  in 
trenches  they  should  be  hung  on  cable  hangers  on  the  walls  of  the 
trench  so  each  individual  cable  may  be  readily  identified  at  any  place 
in  the  trench.  The  generator  and  power  leads  can  be  run  directly 
to  the  generator  switches  and  circuit  breakers  without  employing 
vertical  risers.  A  clear  passage  should,  be  left  in  the  rear  of  the 
board. 

TESTING  THE  INSTALLATION: 

41.  Each  set  should  be  operated  by  the  Engineer  Department  after 
it  has  been  installed  for  a  period  sufficiently  long  to  insure  that  the 
installation    is    complete    and    satisfactory.     Before    the    engine    is 
started,  this  entire  instruction  book  should  be  carefully  read  by  the 
Engineer  Department  employees  in  charge  of  the  installation. 

TYPE  PLANS: 

42.  In  the  following  pages  will  be  found  plans  of  typical  installa- 
tions in  a  modern  mortar  battery  and  in  a  detached  power  house, 
typical  switchboard  installations,  and  general  outlines  of  power  distri- 
bution systems. 


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70 

PART  IV.— PART  LISTS- 
DIRECTIONS  FOR  ORDERING  PARTS. 

43.  Requisitions   for   parts   should    be   submitted    through   local 
district  Engineer  officer,  except  in  cases  where  engines  are  operated 
by  the  Quartermaster  Department  in  connection  with  post  lighting 
systems.     In  the  latter  case  requisitions  are  to  be  submitted  through 
the  Quartermaster  Department,  and  in  this  connection  attention  is 
invited  to  Par.  V  of  G.  O.  48,  1913,  and  Par.  Ill  of  G.  O.  80,  1914. 
Requisitions  should  contain  the  following  information: 

(a)  Part  number  and  designation. 

(b)  Serial  number  of  engine,  generator,  fan  motor,  magneto,  heater, 
or  switchboard  for  which  the  part  is  required. 

(c)  Application  (whether  to  replace  an  unserviceable  part,  replenish 
spare  part  box,  or  as  reserve,  in  excess  of  spare-part  allowance,  to 
cover  future  breakage). 

(d)  Shipping  directions,  to  be  furnished  by  District  Engineer  Officer. 

SPARE  PARTS. 

44.  The  authorized  allowances  of  spare  parts  are  given  in  para- 
graph 59.     These  articles  should  be  kept  on  hand  as  far  as  practicable 
atall  times,  but  not  in  excess  of  quantities  indicated.    As  soon  as  a  spare 
partis  renewed  from  the  spare-part  box  and  placed  in  service  a  new  part 
should  be  requisitioned  for.     Spare  cylinders  are  supplied  as  follows: 
One  to  each  coast-defense  command  within  the  continental  limits  of 
the  United  States  (in  special  cases  one  for  each  fort),  and  one  for 
each  engine  in  foreign  possessions.     The  full  number  of  cylinders 
should  be  maintained  at  all  times,  new  cylinders  being  requisitioned 
for  promptly  as  the  spare  cylinders  are  put  into  service. 

SYNOPSIS  OF  PART  LISTS: 

45.  The  following  outline  shows  the  arrangement  of  part  lists  in 
the  following  pages: 

COOLING  WATER  SYSTEM: 

Parts  of  cooling  water  system  on  engine,  not  including  pumps 
(par.  47a). 

Kinney  water  pump  (par.  476). 

Gear  water  pump  (par.  4~c}. 

Radiator,  not  including  motor  (par.  47  d). 

Radiator  motor,  type  C.  V.  C.-112  and  fan  resistance  (par.  47e). 

Radiator  motor,  type  C.  Q.-3  (par.  47f). 
FUEL-SUPPLY  SYSTEM: 

Gasoline  pump  (par.  480). 

Carbureter,  throttle  valve,  air  valve,  hot-air  intake,  and   pipe 
connections  (par.  48b). 

Governor  (par.  48c}. 

Air  heater,  including  parts  on  generator  frame  (par.  48d). 
IGNITION  SYSTEM: 

Splitdorf  magneto  (par.  49a}. 

Splitdorf  transformer  coil  (par.  49b). 


71 

Eisemann  magneto  (par.  49c}. 

G.  E.  magneto  (par.  49d}. 

G.  E.  and  Eisemann  transformer  coils  (par.  49e}. 

Parts  of  ignition  system  not  included  in  paragraphs  49a,  491), 

49c,  49d,  and  49e  (par.  4V/}. 
OILING  SYSTEM  (par.  50}. 
CYLINDERS,    PISTONS,    CRANK-SHAFT    CONNECTING    RODS, 

BEARINGS,  ETC.  (par.  51}. 

INTAKE    AND    EXHAUST    VALVES    AND     OPERATING    PARTS, 
PRIMING    AND    RELIEF    VALVES,    CYLINDER     PLUGS,    ETC. 
(par.  52}. 
INTAKE    AND    EXHAUST    CAM    SHAFTS,    SHIFTING    LEVERS, 

MAGNETO,  AND  PUMP  GEARS,  ETC.  (par.  53}. 
CARTRIDGE  STARTERS: 

Cartridge  starter,  old  type  (par.  54a}. 

Cartridge  starter,  new  type  (par.  54b). 
EXHAUST  MUFFLER  (par.  55}. 
GENERATOR: 

Frame  and  parts  thereon,  not  including  terminal  boards  or  pole 
pieces  (par.  56a}. 

Bearing  bracket  and  parts  thereon  (par.  56b}. 

Armature,  commutator,  and  shaft  (par.  56c}. 

Pole  pieces  and  field  coils  (par.  56d}. 

Connecting  leads  between  field  coils  (par.  56e}. 

Connecting  leads  between  field  coils  and  terminal  boards  (par. 
56f}. 

Brushes,  brush-holder  yoke,  and  parts  (par.  56g.} 

Terminal  boards  (par.  56h}. 

Shunts  (par.  56i}. 

Collector  rings,  3- wire  generator  (par.  56j}. 
MISCELLANEOUS  PARTS: 

Engine  viewed  from  flywheel  end  (flywheel  removed)  (par.  57a}. 

Engine  viewed  from  generator  end  (generator  removed)  (par.  57b.} 

Engine  viewed  from  sides  (par.  57c}. 

Engine  viewed  from  flywheel  end  (flywheel  in  place)  (par.  57 d}. 
TOOL  BOX  (par.  58}. 
SPARE-PART  BOX  (par.  59}. 

METHOD  OF  USING  PART  LISTS. 

46.  In  order  to  use  part  lists  intelligently,  it  will  be  necessary  to 
refer  frequently  to  the  outline  given  above.  Under  each  heading 
or  subheading,  as  given  in  the  preceding  paragraph,  will  be  found  all 
parts  that  may  be  logically  associated  with  such  heading  or  subhead- 
ing. Thus,  under  the  heading  " Oiling  system"  are  listed  the  oil 
pump  and  parts,  oil  pipes  and  flanges,  all  screws  and  studs  for  at- 
taching parts  to  one  another  or  to  the  engine  frame.  It  has  been 
impossible  to  show  all  of  the  many  parts  of  the  25-kw.  set  in  the 
cuts  accompanying  the  part  lists.  However,  all  the  parts  consid- 
ered essential  have  been  listed  whether  shown  in  the  cuts  or  not. 
Parts  show^n  in  cuts  are  arranged  serially  on  page  opposite  cut  or 
on  consecutive  pages.  Parts  not  shown  in  cuts  are  listed  under  a 
part  shown  and  with  which  they  are  closely  associated.  The  fol- 


72 


lowing  rules  should  be  followed  generally  in  determining  part  num- 
bers for  parts  not  shown  in  cuts: 

(a)  If  contained  in  a  part  showTn  in  the  cut,  they  are  listed  imme- 
diately below  the  container  (e.  g.,  all  parts  contained  in  governor  are 
listed  under  part  9,  see  par.  1+8(1. 

(&)  If  the  part  number  of  a  support  —  as  a  bracket  or  stud,  etc., 
or  a  means  of  attaching  a  part  to  another,  as  a  cap  screw,  etc.  —  is 
desired,  the  part  not  shown  in  the  cut  will  be  found  listed  imme- 
diately below  the  part  attached  or  supported  (e.  g.,  "573,  stud  on 
frame  for  part  29"  is  listed  immediately  below  part  29,  see  par.  4.8  a. 

(c)  In  case  a  part  suitable  for  only  one  type  of  auxiliary  is  shown 
in  the  cut  the  corresponding  parts  for  other  types  of  auxiliaries  will 
be  found  listed  immediately  below  the  part  shown  (e.  g.,  "959,  lock- 
ing lever  for  Splitdorf  magneto  "  is  shown  in  fig.  52  ;  the  correspond- 
ing part,  70,  for  Eisemann  and  G.  E.  magnetos  is  not  shown,  but  is 
listed  immediately  below  part  959  in  part  list,  see  par.  49f. 


614  322  27  20  613 


615 


689 


Fig.  36. 


73 


47a.  Parts  of  cooling  water  system  on  engine,  not  including 
Pumps.     (See  Fig.  36.} 


Shown  in 
figure. 


Not  indi- 
cated in 
figure. 


Description. 


Flanged  elbow  for  water  outlet  at  exhaust  header. 

611  Studs  to  attach  No.  20  to  exhaust  header. 

612  Nuts  for  No.  611. 

376  Gasket  for  No.  20  and  exhaust  header. 

26    Drain  cock. 

27    Thermometer  pocket. 

35    Flange  connection  at  cylinder  for  No.  152. 

1383  Studs  for  No.  35. 

368  Nuts  for  No.  1383. 

377  Gasket  for  No.  35. 

oo    Water  outlet  from  cylinder  No.  4  to  exhaust  manifold. 

717  Studs  on  cylinder  for  Nos.  55,  613,  614,  and  615. 

706  Nuts  for  No.  717. 

608  Cap  screws  for  Nos.  55,  613,  614,  and  615. 

207  Gasket  for  Nos.  55,  613,  614,  and  615. 

64    See  pars.  47b  and  47c. 

152    Drain  pipe  from  exhaust  manifold  to  cylinder. 

322    Pipe  connection  flange  for  No.  20. 

376  Gasket  for  No.  322. 

619  Cap  screw  to  attach  No.  322  to  No.  20. 

620  Nut  for  No.  619. 

526    Thermometers,  100°  C.,  7  inches  long. 

613    Water  outlet  from  cylinder  No.  2  to  exhaust  manifold. 

614    Water  outlet  from  cylinder  No.  3  to  exhaust  manifold. 

615    Water  outlet  from  cylinder  No.  1  to  exhaust  manifold. 

717  Studs  on  cylinders  for  Nos.  55,  613,  614,  and  615. 

706  Nut  for  No.  717. 

608  Cap  screw  for  Nos.  55,  613,  614,  and  615. 

207  Gasket  for  Nos.  55,  613,  614,  and  615. 

689    Water  inlet  pipe  to  cylinders  for  use  with  Kinney  pump,  less 

thermometer  pocket  and  drain  cock. 

17  Water  inlet  pipe  to  cylinders  for  use  with  gear  pump,  less 

thermometer  pocket  and  drain  cock. 

1383  Stud  for  No.  689  or  No.  17  on  cylinders. 

368  Nuts  for  No.  1383. 

377  Gasket  for  No.  689  or  No.  17  at  cylinders. 

208  Cap  screw  for  No.  689  or  No.  17  at  pump. 
207  Gasket  for  No.  689  or  No.  17  at  pump. 


74 


I 


i 


in  =          m 
o:    w 


CO 


s 


1 


75 


47b.  Kinney  water  pump.     (See  Fig.  37.} 


Part  No. 


Shown  in 
figure. 


Not  indi- 
cated in 
figure. 


Description. 


692  Kinney  pump,  complete,  with  half  coupling. 

64  Flange  for  water  inlet  connection. 

205  Coupling  for  water  pump. 

206  Taper  pin  for  No.  205. 

207  Gasket  for  No.  64. 

478  Cotter  pin  for  No.  206. 

562  Cap  screws  to  attach  water  pump  to  frame. 

693  Bearing  head  opposite  coupling  end. 

694  Stud  for  auxiliary  support. 

695  Nut  for  No.  694. 

696  Ball  check  grease  cup. 

697  Pump  cylinder. 

698  Bearing  head  (coupling  end). 

699  Bearing  lining  for  No.  698. 

700  Slide  pin. 

701  Bearing  lining  for  No.  693. 

702  Pump  shaft. 

703  Bottom  ring  for  packing  inside  stuffing  box. 

704  Plastic  metallic  packing  (-f$  inch  diameter,  10  inches  long). 

705  Gland  nut, 

833  Rotary  piston  and  slide  assembled. 

834  Piston  cam. 

835  Cap  screw  to  attach  Nos.  64  and  689  to  pump. 

836  Cap  screw  for  lock  of  gland  nut. 

837  Lock  for  gland  nut. 

838  Nuts  for  Nos.  841  and  842. 

839  Gland. 

840  ! Woodruff  key  for  No.  834  and  shaft. 

841  | Long  stud  for  cylinder  and  head. 

842  1  Short  stud  for  cylinder  and  head. 

843  Shaft  assembled  with  piston  cams. 


76 


o     I     o 

304.  &~e06-A2     V 


206  Z/3 


Fig.  38. 


77 


47c.  Gear  water  pump.     (See  Fig.  38.} 


Part  No. 


Shown  in 
figure. 


Not  indi- 
cated in 
figure. 


Description. 


11    Gear  water  pump  body. 

Cap  screw  to  fasten  water  pump  to  frame. 

64    '  Flange  for  water  inlet  connection. 

201    Driving  gear  in  water  pump  and  shaft. 

202    Gland  for  No.  201. 

203    Nut  for  Xo.  202. 

204    Plastic  metallic  packing  for  No.  202  (•&•  inch  diameter,  10 

inches  long). 

205    Coupling  for  No.  201. 

206    Taper  pin  for  No.  205. 

206 A2    Cotter  pin  for  No.  206. 

207    Gasket  for  No.  64. 

208    Cap  screws  for  No.  64. 

209    Driven  gear  in  water  pump  and  shaft. 

210    Gasket  for  water  pump  cover  (No.  211). 

211    Water  pump  cover. 

563  Screw  to  attach  water  pump  cover. 

212    Grease  cup. 


78 


Fig.  39. 


47d.  Radiator  (not  including  motor).     (See  Fig.  39.) 


Part  No. 

Description. 

Shown  in 
figure. 

Not  indi- 
cated in 
figure. 

525 

Radiator  complete,  less  motor  and  base. 

718 

Stud  to  attach  radiator  to  sub-base. 

82 
83 
84 
84A2 

85 
86 

87 
254A2 
255A2 
314 
315 
316 

654 

Nut  for  No.  718. 
Radiator  tubes. 
Air  chute. 
Fan  for  radiator. 
Fan  coupling  for  Type  CQ  radiator  motor. 
Coupling  for  Type  CVC  radiator  motor. 
See  Nos.  85,  658,  par.  47f;  also  846,  and  1141,  par.  47e. 
Cap  screw  to  attach  motor  to  pedestal. 
Motor  pedestal. 
Cap  screws  to  attach  pedestal  to  sub-base. 
Sub-base  for  radiator  set. 
Radiator  fan  guard  (upper  half). 
Radiator  fan  guard  (lower  half). 
Block  for  fastening  radiator  screen. 
Clamp  for  radiator  screen. 
Clamp  screw  for  radiator  screen. 

862 

655 

656 

79 


47d.  Radiator  (not  including  motor).     (See  Fig.  39.)— Contd. 


Part  No. 


Shown  in 
figure. 


317 


323 

324 

325 


Not  indi- 
cated in 
figure. 


717 
706 
709 


326 


707 
711 
708 
718 
654 
710 
714 
712 
713 
715 
716 


Description. 


Outlet  or  inlet  pipe  flange  on  radiator. 

Stud  for  No.  317. 

Nut  for  No.  717. 

Gasket  for  No.  317. 

See  Nos.  323  and  863. 

Radiator  filler  cap. 

Radiator  strainer. 

Radiator  header.     (State  whether  upper  or  lower  is  required. 

Short  cap  screw  to  attach  header  to  No.  82. 

Long  cap  screw  to  attach  header  to  No.  82. 

Nut  for  Nos.  707  and  711. 

Stud  to  attach  radiator  to  sub-base. 

Nut  for  No.  718. 

Gasket  for  radiator  headers. 

Nipple  for  overflow  pipe. 

Elbow  for  overflow  pipe. 

Horizontal  section  of  overflow  pipe. 

Vertical  section  of  overflow  pipe. 

Bottom  support  for  No.  715. 


80 


81 

47e.  Radiator  motor,  type  CVC-112,  and  fan  resistance.  (See 
Fig.  40.) 


Part  No. 

Description. 

115-volt. 

230-volt. 

Shown  in 
figure. 

Not  indi- 
cated in 
figure. 

Shown  in 
figure. 

Not  indi- 
cated in 
figure. 

279 
290 

519 
520 
848 
849 
850 
851 
861 

862 
863 

864 

865 
866 

867 
868 
869 

870 

871 
921 
922 
220( 

846 

1141 

Blower  radiator  motor, 
i-inch  pipe  plugs  for  oil  wells  and  No. 
926. 
Oil  ring  used  on  25  KW.  generators  and 
radiator  motor  bearings. 
Overflow  oil  gage. 
Carbon  brush  for  radiator  motor. 
Motor  bearing  lining. 
Armature  for  radiator  motor. 
Main  field  coil  radiator  motor. 
Commutating  field  coil  radiator  motor. 
Brush  holder  complete,  less  brush  for 
radiator  motor. 
Coupling  for  radiator  motor  and  fan. 
Inclosing    cover   for    fan    end    bearing 
head. 
Inclosing    cover    for    commutator    end 
bearing  head. 
Brush-holder  spring  for  radiator  motor. 
Brush-holder  yoke  with  studs. 
Main  pole  piece  radiator  motor. 
Commutating  pole  piece  radiator  motor. 
Cap  screw  for  fastening  bearing  heads  to 
radiator  motor. 
Ventilating  fan  on  radiator  motor  arma- 
ture. 
Machine  screws  for  fastening  No.  870. 
Brush-holder  stud  for  radiator  motor. 
Radiator  motor  frame. 
Motor  bearing  head,  commutator  end. 

279 
290 

519 
521 
848 
995 
997 
998 
861 

862 
863 

864 

865 
866 
867 
868 
869 

870 

945 

945 

871 
921 
922 
-6 

>6°—  1C  

82 
47e.  Radiator  motor,  type  CVC-112,  and  fan  resistance — Con. 


Part  No. 

Description. 

11  5-  volt. 

230-volt. 

Shown  in 
figure. 

Not  indi- 
cated in 
figure. 

Shown  in 
figure. 

Not  indi- 
cated in 
figure. 

923 
924 
925 

926 

927 
928 
929 
930 

931 
932 

933 
934 
935 

936 
937 
938 
939 
940 

941 

923 
996 
925 

926 

927 
928 
929 
930 

931 
932 

933 
934 
935 

936 
937 
938 
939 
940 

94  L 

Motor  bearing  head,  fan  end. 
Armature  coils  for  radiator  motor. 
Leather  oil-retaining  washer  for  outside 
commutator  end  bearing  housing. 
Steel  cap  for  leather  oil-retaining  washer 
for  outside  bearing  housing,  commu- 
tator end. 
Machine  screws  for  oil-retaining  washer, 
except  outside  commutator  end. 
Machine  screws  for  oil-retaining  washer, 
outside  commutator  end. 
Leather  oil-retaining  washer  for  inside 
commutator  end  bearing  housing. 
Steel  cap  for  leather  oil-retaining  washer 
inside  commutator  end. 
Screw  for  holding  bearing  lining. 
Leather  oil-retaining  washer  for  outside 
fan  end. 
Steel  cap  for  leather  oil-retaining  washer 
outside  fan  end. 
Leather  oil-retaining  washer  for  inside 
fan  end  bearing  housing. 
Steel  cap  for  leather  oil-retaining  washer 
inside  fan  end. 
Oil-well  cover. 
Pin  for  oil-well  cover. 
Hinge  for  oil-well  cover. 
Hinge  screw  for  oil-well  cover. 
Machine  screws  for  fastening  fan  end 
inclosing  covers. 
Wing  screws  for  fastening  commutator 
and  inclosing  covers. 



83 
47e.  Radiator  motor,  type  CVC-112,  and  fan  resistance — Con. 


Part  No. 

Description. 

115-volt. 

230-  volt. 

Shown  in 
figure. 

Not  indi- 
cated in 
figure. 

Shown  in 
figure. 

Not  indi- 
cated in 
figure. 

942 
943 
944 
946 

947 
948 

949 
971 

979 

980 
981 

982 

984 
985 

986 
987 
988 

989 
990 

992 
993 
1120 

942 
943 
944 
946 

947 

948 

949 
971 

979 
980 

981 
982 

984 
985 

980 

987 
988 

989 
990 

999 
1328 
1120 

Key  for  armature  shaft  extension. 
Shaft  for  radiator  motor. 
Commutator  for  radiator  motor. 
Cap    screws    for    fastening    main    pole 
piece. 
Cap  screws  for  fastening  upper  commu- 
tating  pole  piece. 
Cap  screws  for  fastening  lower  commu- 
tating  pole  piece. 
Brush-holder  yoke. 
Positive  lock  washer  for  radiator  motor 
brush-holder  stud. 
Clamping  screw  for  brush-holder  yoke. 
Locking  screw  for  brush-holder  yoke. 
Nut  for  brush-holder  stud. 
Set   screw   for   brush-holder   stud    and 
leads. 
Lever   and    pressure    finger   for    motor 
brush  holder. 
Screw  for  fastening  pressure  finger  and 
brush-holder  spring   to  brush-holder 
body. 
Brush-holder  body  for  radiator  motor. 
Clamping  screw  for  brush-holder  body. 
Machine  screw  for  fastening  pigtail  to 
brush-holder  body. 
Terminal  board. 
Machine  screw  for  fastening  terminal 
board. 
External  cross  over  lead. 
Terminals  for  outside  line  wires. 
Machine  screws  for  terminal  board  ter- 
minals. 





84 
47e.  Radiator  motor,  type  CVC-112,  and  fan  resistance— Con. 


Part  No. 


11 5- volt. 


230-volt. 


Shown  in 
figure. 

Not  indi- 
cated in 
figure. 

Shown  in 
figure. 

Not  indi- 
cated in 
figure. 

1143 

1150 

Lead  between  terminal  board  and  lower 

1144 

1151 

commiitating  field  coil. 
Lead  between  terminal  board  and  left- 

1145 

1152 

hand  main  field  coil. 
Lead  between  terminal  board  and  l°ft- 

1146 

1153 

hand  brush-holder  stud. 
Lead  between  terminal  board  arid  right- 

1147 

1154 

hand  main  field  coil. 
Connecting    lead    between    main    field 

1148 

1155 

coils. 
Connecting  lead  between  commiitating 

1149 

1156 

field  coils. 
Lead  between  top  commiitating  coil  and 

1177 

1177 

brush-holder  stud. 
Set  screw  for  radiator  motor  coupling. 

1178 

1178 

Locking  wire  for  set  screws 

1357 

1357 

Key  for  radiator  motor  coupling  exten- 

1321 

1322 

sion. 
Terminal  board  terminals  on  connecting 

1323 

1324 

leads. 
Inside    end    terminals    for    connecting 

1327 

1327 

leads. 
Leather  washer  for  machine  screw  and 

1333 

1334 

terminal  board. 
Series  rheostat  for  radiator  motor. 

1335 

1335 

Machine  screws  for  terminal  of  rheostat. 

1336 

1336 

Washer  for  No.  1335. 

1337 

1337 

Do 

1338 

1338 

Insulating  bushing  for  No.  1335. 

1339 

1339 

Mica  insulating  washer  to  go  over  No. 

1340 

1340 

1338. 
Mica  insulating  washer  for  end  of  No. 

1338. 

85 
47e.  Radiator  motor,  type  CVC-112,  and  fan  resistance — Con. 


Part  No. 

115-volt. 

230-volt. 

Shown  in 
figure. 

1341 
1342 
1343 

Not  indi- 
cated in 
figure. 

Shown  in 
figure. 

Not  indi- 
cated in 
figure. 

1341 
1342 
]344 

Description. 


Nuts  for  terminal. 
Punched  clip  terminal. 
Resistance  unit  for  rheostat. 


86 


87 


47f.  Radiator  motor,  type  CQ-3. 

Fan  Resistance  Parts.} 


(See  Fig.  41;  See  Par.  4?efor 


Part  No. 

Description. 

Ho-  volt, 

230-volt. 

Shown  in 
figure. 

Not  indi- 
cated in 
figure. 

Shown  in 
figure. 

Not  indi- 
cated in 
figure. 

1000 
84-A2 
279 
290 

323 

515 
516 
517 
519 
520 
522 
523 

524 
869 
946 

979 

982 

985 

987 
988 

85 

658 

Blower  radiator  motor. 
Radiator  motor  frame. 
Coupling  for  radiator  motor  and  fan. 
^-inch  pipe  plugs  for  oil  wells. 
Oil  ring  used  on  25  K\V.  generators  and 
radiator  motor  bearings. 
Enclosing    cover   for   commutator   end 
bearing  head. 
Armature  for  radiator  motor. 
Main  field  coil  radiator  motor. 
Motor  bearing  lining. 
Overflow  oil  gage. 
Carbon  brush  for  radiator  motor. 
Brush  holder  yoke  with  studs. 
Brush  holder  complete  less  brush  for 
radiator  motor. 
Brush  holder  spring  for  radiator  motor. 
Cap  screws  for  bearing  heads. 
Cap    screws    for   fastening    main    pole 
piece. 
Clamping  screw  for  brush-holder  yoke. 
Set   screw   for   brush-holder   stud   and 
leads. 
Screw  for  fastening  pressure  finger  and 
brush-holder  spring  to  brush-holder 
body. 
Clamping  screw  for  brush-holder  body. 
Machine  screw  for  fastening  pigtail  to 
brush-holder  body. 

1,000 
84-A2 
279 
290 

323 

1127 
1129 
517 
519 
521 
1130 
1131 

1331 

869 
946 

979 

982 

985 

987 
988 

88 


47f.  Radiator  motor,  type  CQ -3— Continued. 


Part  No. 

Description. 

115-volt.                                  230-  volt. 

Shown  in 
figure. 

Not  indi- 
cated in 
figure. 

Shown  in 
figure. 

Not  indi- 
cated in 
figure. 

989 
990 

991 

1100 
1101 
1103 
1104 

1105 

1106 
1107 
1108 

1110 
1111 
1112 
1113 
1114 
1115 

1116 
1117 

1118 

989 
990 

991 

1100 
1101 
1103 
1104 

1105 

1106 
1107 
1108 

Terminal  board. 
Machine  screw  for  fastening  terminal 
board. 
Leather  washer  for  machine  screw  and 
terminal  board. 
Motor  bearing  head,  commutator  end. 
Motor  bearing  head,  fan  end. 
Screw  for  holding  bearing  lining. 
Leather  oil  retaining  washer  for  outside 
fan  end  bearing  housing. 
Steel  cap  for  leather  oil  retaining  washer 
outside  fan  end. 
Oil  well  cover. 
Hinge  screw  for  oil  well  cover. 
Inclosing  cover  for    fan    end    bearing 
head. 
Wing  screws  for  fastening  commutator 
and  inclosing  covers. 
Key  for  aimature  shaft  extension. 
Shaft  for  radiator  motor. 
Commutator  for  radiator  motor. 
Armature  coils  for  radiator  motor. 
Main  pole  piece  radiator  motor. 
Lever   and    pressure   finger   for   motor 
brush  holder. 
Brush-holder  body  for  radiator  motor. 
Connecting  lead   between   main   field 
coils. 
External  cross  over  lead. 



1109 

1109 

1110 

mi 

1128 
1358 
1114 
1132 

1133 
1134 

1135 

89 


47f.  Radiator  motor,  type  CQ-3 — Continued. 


Part  No. 

Description. 

115-  volt. 

230- 

Shown  in 
figure. 

volt. 

Shown  in 
figure. 

Not  indi- 
cated in 
figure. 

Not  indi- 
cated in 
figure. 

1119 
1120 
1121 
1123 
1124 
1125 
1126 

1177 
1178 
1325 

3326 

1328 
1355 

1357 

1136 
1120 
1137 
1138 
1139 
1140 
1356 

1177 
1178 
1325 

1326 

1328 
1355 

1357 

Terminal  board  terminals  on  connecting 
leads. 
Machine    screws    for    terminal    board 
terminals. 
Inside    end    terminals   for    connecting 
leads. 
Lead  between  terminal  board  and  left 
hand  brush-holder  stud. 
Lead  between  terminal  board  and  right 
hand  brush  -holder  stud. 
Lead  between  terminal  board  and  left 
hand  main  field  coil. 
Lead  between  terminal  board  and  right 
hand  main  field  coil. 
Set  screw  for  radiator  motor  coupling. 
Locking  wire  for  set  screws. 
Plug  for  commutator  end  bearing  hous- 
ing (punched  type,  old  style). 
Pipe  plug  for  commutator  end  bearing 
(new  style). 
Terminals  for  outside  line  wires. 
Machine  screws  for  oil  retaining  washer, 
outside  fan  end. 
Key  for   radiator    motor    coupling    ex- 
tension. 

90 


48a.  Gasoline  pump.     (See  Fig.  42.} 


Part  No. 


Shown  in 
figure. 


Not  indi- 
cated in 
figure. 


Description. 


12      Gasoline  pump  (body  only;  studded). 

569  Pad  between  No.  12  and  frame. 

572  Stud  to  fasten  gasoline  pump  to  frame. 
574     Nut  for  No.  572. 

29      Lever  for  gasoline  pump. 

571     Washer  for  No.  29. 

573  Stud  on  frame  for  No.  29. 
182     Cotter  pin  for  No.  573. 

30    Plunger  for  hand  pump. 

54    Eccentric  rod  for  gasoline  pump. 

61    Plunger  for  mechanically  operated  gasoline  pump. 

80    Eccentric  for  gasoline  pump. 

350     Key  for  No.  80. 

147    Gasoline  pipe  connecting  pump  to  carburetor. 

148    Gasoline  pipe  flange. 

570  Stud  for  No.  148  at  pump  (see  No.  195). 

150    \  Valve  cap  for  gasoline  pump. 

151    Ball  valve  for  gasoline  pump. 

181    Link  for  hand  pump  plunger  (No.  30). 

182    Pin  for  No.  181  and  No.  30. 

183    l  Washer  for  No.  182. 

184    Cotter  pin  for  No.  182. 

185    Pin  for  No.  30. 

186    j  Cotter  pin  for  No.  185. 

187    Large  gland  nut  for  hand  pump. 

188    |  Large  gland  for  hand  pump. 

189    !  Small  gland  nut  for  mechanically  operated  pump. 

190    Small  gland  for  mechanically  operated  pump. 

191    Bolt  for  eccentric  strap  (No.  200). 

663     Nut  for  No.  191. 

182     Cotter  pin  for  No.  191. 

192    Metallic  packing  for  mechanically  operated  gasoline  pump 

(size  \  by  9^  inches). 

193    Metallic  packing  for  hand  operated  gasoline  pump  (size  f  by 

18  inches). 

194    Lead  gasket  for  gasoline  pipe  flanges. 

195    Nut  for  No.  570  and  No.  148. 

196    Washer  for  No.  150. 

197  .  .    Pin  for  No.  61. 


48a.  Gasoline  pump— Continued. 


Shown  in 
figure. 


Not  indi- 
cated in 
figure. 


Description. 


198    Washer  for  No.  197. 

199    Cotter  pin  for  Xo.  197. 

200 


338 


Eccentric  strap. 

Pipe  plug  for  eccentric  strap. 


254320 


Fig.  42. 


92 


48b.  Carburetor,  throttle  valve,  air  valve,  hot-air  intake,  pipe 
connections,  etc.     (See  Fig.  J+3  and  Fig.  44.} 


Part  No. 


Shown  in 
figure. 


Not  indi- 
cated in 
figure. 


Description. 


5    Intake  connection  pipe  with  studs  (state  cylinders  for  which 

required). 

1384  Stud  on  cylinder  to  support  No.  5. 
368  Nut  for  No.  1384. 

Intake  pipe  with  studs. 

367  Short  stud  on  No.  5  to  support  No.  6. 

1385  Long  stud  on  No.  5  to  support  No.  6  and  clip  for  governor 

spring. 

368  Nut  for  Nos.  367  and  1385. 
10    Carbureter,  body  only. 

367  Stud  to  attach  No.  10  to  No.  6. 

368  Nut  for  No.  367. 

15    Hot  air  intake  pipe. 

626  Cap  screw  to  attach  No.  15  to  frame. 

664  Gasket  for  No.  15. 

58    Carburetor  drain  cock . 

T4    Air  valve  body  (carburetor). 

369  Stud  connecting  No.  74  to  No.  10. 

370  Nut  for  No.  369. 

625  Cap  screw  and  nut  to  attach  No.  74  to  No.  15. 
Adjusting  lever  for  air  valve. 

363  Spring  for  Nos.  75  and  366. 

364  Taper  pin  for  No.  75. 

366  Catch  for  No.  75. 

76    Gasoline  needle  valve. 

213    Cover  and  guide  for  throttle  valve. 

367  Stud  on  No.  6  to  attach  No.  213. 

368  Nut  for  No.  367. 

214    Throttle  valve  and  spindle. 

365  Shaft  for  No.  214, 

372  Dowel  pin  for  Nos.  216  and  365. 

215    AVasher  for  No.  2] 4. 

216    Throttle  valve  operating  lever. 

371  Clamping  screw  for  No.  216. 

372  Dowel  pin  for  Nos.  216  and  365. 

217    Gland  nut  for  No.  218. 

218  ..  . .  Guide  nut  for  No.  76. 


93 


48b.  Carburetor,  throttle  valve,  air  valve,  hot-air  intake,  pipe 
connections,  etc. — Continued. 


1'art  No. 


Show  n  in 
figure. 


219 
220 
221 
222 
223 
224 

225 
226 

227 
228 
229 
230 


Not  indi- 
cated in 
figure. 


878 


394 
531 


Description. 


Spring  for  No.  76. 

Screw  for  No.  219. 

Relief  nozzle  for  No.  10. 

Baffle  plate  for  carburetor. 

Gasket  for  No.  224. 

Indicator  glass  for  No.  10. 

Brass  substitute  for  No.  224. 

Screw  cap  for  No.  224. 

Cover  for  carburetor. 

Gasoline  nozzle  for  No.  10. 

Air  valve. 

Lead  gaskets  for  No.  230. 

Gasoline  pipe  flange. 

Stud  connecting  No.  230  to  No.  10. 

Nut  for  No.  394. 


Fig.  43, 


Fig.  44. 


Fig.  45. 


95 


48c.  Governor.     (See  Fig.  45.} 


Part  Xo. 


Shown  in 
figure. 


13 
39 
40 


Not  indi- 
cated in 
ligure. 


79 
505 

578 
579 
580 
581 
582 
583 
585 
586 

587 
588 
590 
591 
592 
593 
594 
595 
596 
597 
598 
603 


666 

667 
668 


Description. 


Governor  complete. 

Governor  shaft. 

Spring  for  governor  (inside  main  casing). 

Cover  for  No.  580. 

Screw  for  No.  578. 

Governor  casing. 

Governor  weight. 

Adjusting  nut  for  governor  (shown  in  position  on  side  of  casing) . 

Adjusting  stud  for  governor  (engages  nut  No.  582). 

Pin  for  No.  586  (to  attach  bell  crank  to  governor  casing). 

Bell  crank  lever  for  governor  (transmits  motion  from  weights 

to  collar). 

Screw  for  attaching  No.  590  to  No.  588. 
Sliding  collar  on  governor  shaft. 
Link  between  No.  586  and  No.  588. 
Key  for  No.  588. 

Pin  connecting  No.  586  and  No.  590. 
Pin  connecting  No.  586  and  No.  581. 
Washer  for  No.  585. 
Cotter  pin  for  Nos.  585  and  592. 
Screw  for  securing  key,  No.  591,  to  sliding  collar. 
Taper  pin  for  attaching  casing  of  governor  to  shaft. 
Cotter  pin  for  No.  593. 
Cotter  pin  for  governor  shaft. 
Dashpot. 
Governor  lever. 
Governor  bracket. 
Stud  to  attach  No.  40  to  frame. 
Nut  for  No.  666. 
Lock  washer  for  No.  667. 


96 


48c.  Governor — Continued. 


Part  No. 


Shown  in 
figure. 


Not  indi- 
cated in 
figure. 


Description. 


56    Throttle  rod. 

57    Spring  for  throttle  rod,  4|  inches  long.     (See  Xo.  500.) 

500  Spring  for  throttle  rod,  6£  inches  long. 

Clip  for  throttle  valve  spring. 

112    Bevel  gear  on  governor  shaft  with  key. 

Ill  Bevel  gear  on  intake  cam  shaft  operating  governor,  with  key 

59 A2  Cover  for  governor  gear  box. 

60A2  Cap  screw  for  No.  59A2. 

162    Nut  for  No.  56. 

163    Cross  link  for  No.  56. 

164    Pin  connecting  Nos.  163  and  216. 

494  Washer  for  No.  164. 

]  65    Cotter  pin  for  No.  164. 

166    Stud  in  No.  88. 

167    Nut  for  No.  166. 

168    Governor  shoe. 

169    Screws  for  No.  168. 

170    Leather  washer  for  governor  shaft. 

171    Cap  for  lever,  No.  39. 

172    Cap  for  No.  56. 

173    - Cotter  pin  for  No.  171. 

174  ' Key  for  No.  112. 

175    Lock  washer  for  No.  176. 

176    |  Nut  for  governor  shaft. 

177    !  Fulcrum  screw  for  Nos.  39  and  40. 

178    Pins  for  No.  13. 

179    '  Washer  for  No.  178. 

180    !  Cotter  pin  for  No.  178. 

296    Upper  bushing  for  governor  shaft. 

297    Lower  bushing  for  governor  shaft. 


97 


48d.  Air  heater  (including  parts  on  generator  frame).     (See 
Fig.  46.] 


1'arl  Xo. 


Shown  in 
figure. 

Not  indi- 
cated in 

figure. 

540 

653 

541 

542 

543 

544 

545 

540 

547 

54S 

549 

550 

551 

552 

787 

788 

Dcscripl  ion. 


Electric  air  heater,  I  15- volt. 

Electric  air  heater.  230- volt. 

Switch  and  cutout  for  use  with  heater. 

Cable  for  h eater,  less  plug1  (No.  543V 

Connecting  plug  for  heater  cable. 

Long  lead  between  Xo.  541  ami  line. 

Short  lead  between  Xo.  541  and  line. 

Cleat  for  Xos.  544  and  545. 

Screw  for  Xo.  540. 

Insulating  washer  for  Xo.  541. 

Screw  for  attaching  Xo.  541  to  frame. 

AYasher  for  Xo.  540. 

12-amp.  tuse  for  Xo.  541  (115- volt  heater). 

0-amp.  fuse  for  Xo.  541  (230-volt  heater). 

Terminal  foi  Xos.  544  and  545. 

Terminal  for  Xo.  542. 


788 


Fig.  46. 


22000° — 16 7 


98 


99 


49a.  Splitdorf  magneto,  type  AX.     (See  Fig.  47.) 


Part  No. 


Shown  in 
figure. 


Not  indi- 
cated in 
figure 


Description. 


966  Splitdorf,  magneto,  type  AX. 

976    Breaker  bar  complete  with  platinum  contact. 

977    Platinum  contact  screw  with  lock  nuts. 

978    Combination  wrench  and  gap  gauge,  L.  T.  .025. 

1001    Armature  gear. 

1002    Cam  nut. 

1003    Cam  key. 

1004    Key  for  shaft,  driving  end. 

1005    Nut  for  shaft,  driving  end. 

1006    Washer  for  distributor  gear  shaft. 

1007    Nut  for  distributor  gear  shaft. 

1008    Short  screws  for  front  plate  with  lock  washers. 

1010    Screws  with  washers  for  distributor  cover. 

1011    Armature  cover  screws. 

1012    Breaker  bar  roller,  screw,  lock  washer,  and  lock  nut. 

1013    Standard  annular  bearing,  15  m/m,  for  armature  shaft. 

1016    Magnet  screws,  short. 

1017    Magnet  screws,  long. 

1018    Magnets. 

1019    Brass  hex  nut  for  connection  stud  and  No.  102] . 

1021    Breaker  box  less  cover,   breaker  bar  and  platinum  contact 

screw. 

1022    Breaker  bar  linger  spring. 

1023  L  .  Cradle. 


100 


49a.  Splitdorf  magneto,  type  AX — Continued. 


ran 

Shown  in 
figure. 

No. 

Not  indi- 
cated in 
figure. 

Description. 

1024 
1025 
1026 
1030 
1032 
1033 
1034 
1035 
1036 
1037 
1037-A 
1039 
1040 
1041 
1043 
1044 
1045 
1046 
1047 
1048 

1049 
1050 
1051 


1020 


Special  nut  for  connection  stud. 

Armature,  cam  end. 

Back  plate  with  oiler. 

Armature  complete  with  gear  and  shaft. 

Collector  spool. 

Collector  spool  washer. 

Collector  brush  with  spring. 

Armature,  drive  end  only. 

Distributor  disk  screws. 

Collector  brush  holder. 

Thumb  nut  for  Xo.  1037. 

Oil  cup  complete. 

Transformer  coils  complete. 

Distributor  cover. 

Distributor  block  thumb  nuts,  hard  rubber. 

Carbon  brushes  for  distributor. 

Distributor  gear  with  shaft,  disk,  and  segment. 

Distributor  disk  with  segment. 

Armature  cover. 

Breaker-box  cover  spring. 

Hexagonal  nut  to  attach  Xo.  1048  to  stud  No.  1049. 

Stud  for  breaker-box  cover  spring. 

Distributor  block  thumb  nuts,  brass. 

Cam. 


l-Ql 


49a,  Splitdorf  magneto,  type  AX — Continued. 


Psirl  No. 


Shown  in 
figure. 


Not  indi- 
cated in 
figure. 


Description. 


1053    Front  plate  with  ground  stud  and  oiler. 

1055    Distributor  shaft  bearing  wick  holder. 

1056    Distributor  shaft  bearing. 

1064  Distributor  shaft  bearing  felt  washer. 

1057    Stud  for  distributor  shaft  bearing. 

1059    Distributor  shaft  bearing  wick. 

1058  Spring  for  No.  1059. 

1060    Gasket  for  wick  holder  of  distributor  shaft  bearing. 

106 1    Gasket  for  distributor  shaft  bearing. 

1062  -  - Nuts  for  distributor  shaft-bearing  stud. 

1052  Lock  washer  for  No.  1062. 

1063  .  - Distributor  shaft-bearing  dust  cap. 

1065 . .  Oil-well  cover  with  pin  and  spring. 

1066 Breaker-box  cover  with  condenser. 

1097    Condenser. 

1098    Copper  brush,  spring,  and  base  in  breaker-box  cover. 


102 


/O79 


/O&l 


U          1078 


t 

/O69 


/O38 


6) 

/O/5  /O72 

Fig.  48. 


103 


49b.  Splitdorf  transformer  coil,  type  T.  S.  B.     (See  Fig.  48.} 


I 'art  No. 


Shown  in 
figure. 


Xol  indi- 
cated in 
f'mure. 


958 


Description. 


1009 
1014 
1015 
1038 

1067 
1068 



1069 

1070 

1071 
1072 
1074 

1075 

1076 

1077 

1078 
1079 
1080 

1081 

J082 
1083 
1084 

1085 

1086 

1087 
1088 
1089 

1090 
1091 
1092 



1093 

1094 

1095 

Splitdorf  transformer  coil,  type  T.  S.  B, 
Stud  bushing 
Washer  for  stud  bushing. 
Washer  for  No.  1072. 
Switch  handle  with  push  button. 
Thumb  nut. 
Lock  washers. 
Plate  screws. 
Cover  screws. 
Hexagonal  nut  -fg  inch. 
Hexagonal  nut  £  inch. 
Push  button  and  spring. 
Bottom  block,  rubber. 
Stud  plate. 
Stud-plate  cover. 
Bottom  ring. 
Tube. 

Long  core  stud. 
Short  core  stud. 
Core  strip. 
Condenser  clamp. 
Condenser  clamp  insulation. 
j  Condenser  clamp  insulation  pad. 
Switch  ring. 
Switch  bottom. 
Switch  disk. 
Switch  disk  plate. 
Switch,  cover. 
Stop  spring. 
Stop  screw. 
Connection  nut. 
Core  pillar. 
Condenser  with  silk  insulation. 


104 


1403 


105 


49c.  Eisemarin    magneto.     (See  Fig.  1^9;  for  Eisemann  trans- 
former  coil  and  switch  see  Par.  4^e.} 


Part  No. 


Shown  in 
figure. 


Not  indi- 
cated in 
figure. 


Description. 


527  Kisemann.  magneto,  type  A8. 

724  Platinum  contact  screw  on  lever. 

725  Adjustable  platinum  contact  screw. 

879  ( Vmtact-breaker  lever  with  fiber  piece,  but  without  platinum 

contact. 

880  Nut  for  locking  cam. 

881  Steel  brush  w  ith  spring  for  distributor  linger. 

882  i  High-tension  distributor  cover. 

883  Lock  nut  for  platinum  contact  screw. 

884  Flat  spring  for  breaker  lever. 

885  Carbon  brush  with  spring  for  distributor  finger. 

886  Low- tension  carbon  brush. 

899  Spring  support  with  holder  for  low-tension  carbon  brush. 

887  Grease  cup  for  distributor  shaft,  complete. 

888  5  m/m  nut  for  breaker  mechanism. 

889  Steel  cam. 

890  High-tension  terminals  complete,  hard  rubber. 

891  Support  for  platinum  contact  with  spring  contact  button. 

892  Screw  fastening  spring  to  contact  breaker  lever. 

893  Armature,  complete  with  shaft. 

894  Distributor  finger  complete. 

895  Low-tension  collector  on  armature. 

900  Make-and-break  mechanism  complete. 

901  ' Knurled  nuts  for  distributor  plate  cover. 

904  Low-tension  terminal  complete. 

900  Bascual,  with  spring  studs  for  cover. 

907  Armature  shaft  bearing  driving  end. 

908  Make-and-break  cover  complete. 

899  Spring  support  with  holder  for  low-tension  carbon,  brush. 

909  Spring  studs  of  bascual. 

910  Oil-wick  screw,  driving  end. 

911  Packing  washer,  leather,  for  oil-wick  screws. 

1401  Armature. 

1402  Magnet, 

1403  Set  screw  for  distributor  shaft  bearing. 

1404  Brass  washer  on  platinum  contact  support. 

1405  Brass  washer  for  No.  90 1 . 

1406  Oil-hole  cover  on  left  side,  driving  end. 

1407  , I  Oil-hole-cover  spring,  right-hand  wound. 


106 


49c.  Eisemann  magneto — Continued. 


Part  Xo. 


Shown  in 
figure. 


Not  indi- 
cated in 
figure. 


Description. 


1408    Oil-hole-cover  spring,  left-hand  wound. 

1409    Small  gear  on  armature  shaft,  54  teeth. 

1410    Distributor  shaft. 

1411    Key  for  distributor  shaft. 

1412    Brass  washer  in  front  of  distributor  finger. 

1413    Bolt  for  gear-casing  cover. 

1414    Screw  for  pinion. 

1415    Set  screw  for  armature  bearing. 

1417    Fastening  screw  for  dust  cover. 

1418    Connection  screw  for  armature  winding. 

1419    Fastening  screw  for  armature  flanges. 

1420    Screws  for  end  plate  and  magnets. 

1421    Long  screws  for  magnets. 

1422    Screw  for  fastening  large  gear  to  shaft. 

1423    Oil-hole-cover  screw,  cam  end. 

1424    Bascual  with  make-and -break  mechanism  complete. 

1425    Hexagon  nut  for  armature  shaft,  driving  end. 

1426    Ground  carbon  with  spring  for  armature  shaft. 

1427    Woodruff  key  for  coupling  (armature-shaft  extension). 

1429    Hexagon  nut  for  low-tension  collector  Xo.  895. 

1430    Oil-hole-cover  screw,  driving  end 

1431    Taper  pin  for  pinion. 

1432    Gear-cover-holding  stud. 

1433    Oil-hole  cover  on  right-hand  side,  driving  end. 

1434    Gear  casing  with  bolt  and  nut. 

1435    Gear-casing  cover. 

1436    Bronze  bearing  for  distributor  shaft,  cam  end. 

1437    Bron/e  bearing  for  distributor  shaft,  driving  end. 

1438    Base  plate  with  pole  pieces. 

1439    Dust  cover  for  pole  casing. 

1440    End  plate  only,  cam  end. 

1441    End  plate  only,  driving  end. 

1442    Oil  hole  cover  on  left  side,  cam  end. 

1443    Oil  hole  cover  on  right  side,  cam  end. 

1444    Oil  wick  screw  only  on  cam  end. 

1445    Brass  stop  for  bascual. 

1446    Distributor  finger  alone. 

1447    Fiber  rim  for  distributor  gear. 

1448    Studs  holding  distributor  cover. 


107 


49c.  Eisemann  magneto — Continued. 


Tart  Xo. 


Shown  in 
figure. 


Not  indi- 
cated in 
figure. 


Description. 


1449  Insulation  bushing  for  stud  Xo.  1448. 

1450  End  plate  bearing,  cam  end. 

1451  Distributor  gear  without  shaft  or  grease  cup. 

1452  Insulating  disk  for  collector  No.  895. 

1454  Washer  for  armature  shaft,  driving  end. 

1455  Stud  for  end  cap. 

1456  Insulating  bushing  on  platinum  contact  support. 

1457  Steel  washer  on  contact  breaker  lever  stud. 

1458  Connection  stud  for  end  cap. 

1459  Distributor  plate  cover. 

1460  Retaining  spring  for  contact  breaker  lever. 

1461  Disk  of  make  and  break  mechanism  with  studs. 

1462  Insulating  plate  for  platinum  contact  support. 

1463  End  cap  without  fiber  plate. 

1464  Distributor  plate  complete. 

1465  Fiber  disk  complete  for  make  and  break  cover. 

899  Spring  support  with  holder  for  low- tension  carbon  brush. 

1466  Spring  ring  for  make  and  break  cover. 

1467  Brass  washer  for  steel  cam. 

1468  Hexagon  nut  for  make  and  break  cover. 

1469  Armature  shaft  and  flange  complete,   driving  end,    counter 

clockwise. 

1470  Armature  shaft  and  flange  complete,  cam  end,  counter  clock- 

wise. 

1471  Oil  wick  with  spring  complete. 

902  Spring  for  oil  wick. 

903  Oil  wick. 

1472  Oil  wick  screw  with  wick  complete,  cam  end. 

1473  Oil  wick  screw  with  wick  complete,  driving  end. 

1474  End  plate,  cam  end,  complete. 

1475  End  plate,  driving  end,  complete. 

1476  Distributor  gear  with  axle  complete. 

1491  Inside  cable  connection  screw  for  all  hard  rubber  terminals. 

1499  Terminal  piece  for  No.  890. 

1501  1  Complete  hard  rubber  terminal  for  low  tension  cable  on  make 

and  break  cover. 

1502  '  Terminal  piece  for  No.  1501. 

1503  Washer  for  Nos.  1458  and  1468. 

1504  Hub  for  distributor  gear,  fiber  rim  style. 


108 


109 


49d.  G.  E.  magneto.     (See  Fig.  50;  for  G.   E.  Transformer  Coil 
see  Par.  49  e.) 


Part  No. 


Shown  in 
figure. 


401 
402 
403 
404 
405 
406 
407 
408 
409 
410 
411 
412 
413 
414 
415 
410 
417 
418 
419 
420 
421 
422 
423 
424 
425 
42(5 
427 
428 
429 
430 
431 
432 
433 
434 
435 
436 
437 


Not  indi- 
cated in 
figure. 


Description. 


G.  E.  Magneto. 

Distributor  plug. 

Plug  spindle. 

Outer  magnet. 

Inner  magnet. 

Distributor  plate. 

Distributor  cover. 

Distributor  finger. 

Nut  for  distributor  cover. 

Screw  for  interruptei  spring. 

Lo\v  tension  terminal. 

Nut  and  bushing  for  No.  410. 

Cam. 

Collector  pin. 

Nut  for  stud  No.  420. 

Insulator  for  interrupter  block. 

Insulator  for  contact  block. 

Insulator  washer. 

Interrupter  cover. 

Insulation  for  collector  pin. 

Stud  for  interiupter. 

Armature  complete. 

Field  complete,  less  magnets. 

Bearing,  interrupter  end. 

Bearing,  driving  end. 

Oil  baffle  plate. 

Pinion,  less  set  screws. 

Ground  brush. 

Spring  for  No.  427. 

Set  screw  for  pinion. 

Nut  for  gear  guard. 

Distributor  gear. 

Oiler  for  cam . 

Nut  for  distributor  shaft. 

Lock  spring  for  No.  433. 

Distributor  shaft. 

Tube  for  shaft, 

Ball  bearing  complete. 


110 


49d.  G.  E.  magneto — Continued. 


Part  Xo. 


Shown  in 
figure. 


Not  indi- 
cated in 
figure. 


Description. 


438  Spring  for  Xo.  444. 

439  Magnet  strap. 

440  Interrupter  base. 

536  '  Pin  on  No.  440  (engages  in  notches  of  No.  70.  adjusting  lever). 

441  Screw  for  interrupter  lever. 

442  Interrupter  lever. 

443  Interrupter  contact  screw. 

444  Collector  brush. 

445  Interrupter  spring. 

446  Screw  tor  magnet  band. 

447  Screw  for  bearing  head. 

448  Interrupter  block. 

449  Gear  guard. 

450  Oil  retainer. 

451  Spring  for  interrupter  base. 

452  Contact  block. 

453  Lock  washer  for  cam. 

454  .  Nut  for  cam. 


49e.  G.  E.  and  Eisemann  transformer  ignition  coils.    (See 
Fig.  51.} 


Part  No. 


Eisemann 

magneto. 

shown  in 

figure. 


G.  E.  mag- 
neto, not 
indicated  in 
figure. 


920 
1386 


Transformer  ignition  coil  for  Eisemann  A8  magneto. 
1  Ignition  switch  for  Eisemann  A8  magneto. 
!  Plug  for  ignition  switch. 

Knurled  terminal  nut. 

Hexagon  nut  for  terminal  screw  No.  1489. 

Round  nut  for  terminal  screw  No.  1489. 

Switch  plate  "Bat.  " 

Switch  plate  "B." 

Switch  plate  "M." 

Fastening  screw  for  switch  plates  and  No.  1495/6. 


77 
9L9 
1482 
1483 
1484 
1485 
1486 
1487 
1488 
1489  I.  .1  Terminal  screw. 


Ill 


49e.  G.  E.  and  Eisemaim  transformer  ignition  coils — Con. 


Part  No. 


Eisemann 

magneto, 

shown  in 

figure. 


1490 
1492 
1493 
1494 
1495 
1496 
1497 
1498 
1500 


G.  E.  mag- 
neto, not 
indicated  in 
figure. 


Switch  cover. 

Fastening  screw  for  cover. 

Insulating  plate  for  switch  plate  "M." 

"Washer  for  terminal  screw  Xo.  1489. 

Handle  with  supporting  block. 

Switch  block  "R." 

Switch  casing. 

AYasher  for  connection  screw  X'o.  1500. 

Connection  screw. 


1497 


9/9 


/490 


Fig.  51. 


112 


Fig.  52, 


113 


Fig.  53. 

49f.  Parts  of  ignition  system  not  included  in  pars.  49a  to 
49e,  inclusive.     (See  Figs.  52  and  53.} 


Part  No. 


Description. 


Conduit  for  leads. 

Spark  plug. 

Driving  magneto  coupling  with  gear  shaft  and  key. 

Bracket  for  battery  box. 

Support  for  No.  21. 

Cap  screws  for  No.  319. 

Stud  to  attach  No.  319  to  cylinder. 

Nut  for  Xo.  717. 

Rajah  terminal  at  spark  plug  for  No.  511. 

Tay  for  leads. 

High  tension  cable.     (Specify  number  of  feet  wanted.) 

Low  tension  cable.     (Specify  number  of  feet  wanted.) 

Nut  for  battery  box  stud. 

Bushing  for  low  tension  leads. 


114 


49f.  Parts  of  ignition  system  not  included  in  pars.  49a  to 
49e,  inclusive — Continued. 


Part  No. 


Shown  in 
figure. 


Xot  indi- 
cated in 
figure. 


Description. 


773  Bushing  for  high  tension  leads. 

953    Cotter  pin  for  use  with  Splitdorf  magneto. 

535  Cotter  pin  for  use  with  GE  and  Eisemann  magnetos. 
956    Cap  screw  to  attach  Splitdorf  magneto  to  bracket. 

537  Cap  screw  to  attach  Eisemann  and  GE  magneto  to  bracket. 

958    See  corresponding  number,  par.  49b;  also  par.  49e. 

959    Locking  lever,  for  use  with  Splitdorf  magneto  only. 

70  Locking  lever  for  Eisemann  and  G.  E.  magnetos. 

960    Pin  for  Splitdorf  magneto  timing  arm. 

536  Pin,  for  timing  arm  of  G.  E.  and  Eisemann  magnetos. 

961    Pivot  pin  for  Xo.  959. 

128-A2  Pivot  stud  for  locking  lever  Xo.  70. 

962  Washer  for  Xo.  961. 

534  Washer  for  Xo.  128-A2. 

963    Torsional  spring  for  Xo.  959,  Splitdorf  magneto  only. 

533  Spiral  spring  for  locking  lever  Xo.  70,  Eisemann  and  G.  E. 
magnetos  only. 

965    Bracket  for  Splitdorf  magneto. 

69  Bracket  for  Eisemann  and  G.  E.  magnetos. 

504  Cap  screws  to  attach  magneto  bracket  to  frame. 

966    Splitdorf  magneto,  Type  AX. 

23  G.  E.  magneto. 

527  Eisemann  magneto,  Type  A8. 


115 


49f.  Parts  of  ignition  system  not  included  in  pars.  49a  to 
49e,  inclusive — Continued. 


Part  No. 


Shown  in 
figure. 


Not  indi- 
cated in 
figure. 


Description. 


967    Driven  coupling  for  Splitdorf  magneto. 

43-A2     Driven  coupling  for  Eisemann  and  G.  E.  magnetos. 
968     Buffer  for  couplings. 

970    Battery  box  for  use  with  Splitdorf  transformer  coil. 

18  i  Battery  box  for  use  with  Eisemann  and  G.  E.  transformer 

coils. 
774      Stud  to  attach  battery  box  to  bracket. 

971    Lock  washer  for  No.  620. 

1021    ;  See  No.  1021,  par  49a. 

1038    i  See  1038,  par.  49b;  also  par.  49e. 

1354    Columbia  multiple  battery. 


116 


104  Aa 


53 


Fig.  54. 


117 


-*—         -  62 


Fig.  55. 
50.  Oiling  system.     (See  Figs.  54  and  55,  p. 


Part  No. 


Shown  in 
figure. 


45 
46 


•17 


Not  indi- 
cated in 
figure. 


50 


Description. 


47A 
375 
034 
912 

018 


Oil  pressure  gage. 

Oil  strainer  complete. 

Gasket  for  46. 

Drain  cock  for  oil  reservoir. 

Sight  oil  gauge  for  reservoir. 

Gasket  for  No.  G34. 

Flange  for  47. 

Glass  tube  for  47 A. 

Packing  washer  for  912. 

Horizontal  and  vertical  sections  of  main  oil  pipe  (Form  Al 

engines  only}. 
Blind  flange  to  cover  oil  passages  (Form  Al  cnyines  only). 


118 
50.  Oiling  system     Continued. 


Part  No. 


Shown  in 
figure. 


50-  A  2 


51 


63-A2 


98-A2 


99-A2 


104- A  2 


109 


110 


Not  indi- 
cated in 
figure. 


Description. 


673 
674 
623 
704 
1387 


Horizontal  and  vertical  sections  of  main  oil  pipe  (Form  A*  and 

subsequent  engines  only}. 
. .    Xeedle  valve  screw,  with  nut  and  leather  washer  (for  N>. 

62-A2  and  No.  99- A^. 
Oil  pipe  between  strainer  and  pump. 
Oil  pipe   connection  from  No.    144   to  governor   (Form    Al 

engines  only}. 
Needle  valve,  elbow  complete,  governor  oil  pipe  (Form  Aj 

and  subsequent  engines  only). 
Horizontal  section  of  branch  oil  pipe  to  main  bearings  (Form 

A2  and  subsequent  engines  only}. 
Vertical  section  of  branch  oil  pipe  to  main  bearings  (Form  A^ 

and  subsequent  engines  only). 
Horizontal  section  of  branch  oil  pipe  to  gear  case  complete 

(Form  A2  and  subsequent  engines  only}. 
Vertical  section  of  branch  oil  pipe  to  gear  case  (Form  A^  and 

subsequent  engines  only). 
Oil  pump. 

Stud  to  attach  No.  109  to  frame. 
Nut  for  No.  673. 
Lock  for  oil  pump  gland  nut. 


Packing  for  oil  pump.    (Same  as  No.  204-) 
Cotter  pin  for  lock  of  oil-pump  ghmd  nut. 


By-pass  valve  and  pipe  connection  to  No.   144   (Form   Al 

engines  only). 
110- A 2    1  By-pass  valve  body  and  pipe  connection  to  pump  (Form  A2 

and  subsequent  engines  only}. 
633     Gasket  between  by-pass  valve  and  frame. 
Oil  pipe  on  connecting  rod. 
Shut-off  cock  for  oil  pressure  gatige. 
Governor  shaft  extension. 
Oil  pipe  connection  to  pump,  pressure  side  (Form  Al  engines 

only). 


120 

127-A2 
131 

144 


119 


50.  Oiling  system— Continued. 


'Part  No. 


Shown  in 
figure. 


Not  indi- 
cated in 
figure. 


Description. 


161    Coupling  for  governor  shaft  extension. 

378    Gasket  for  oil  pipe  flanges. 

529  ; Adjusting  screw  for  oil  by-pass  valve  (not  including  nuts  or 

washers) . 

530    Lock  nut  for  oil  by-pass  valve  and  needle  valve  screw,  No.  51 . 

62!)    Cap  screw  for  oil  reservoir  flanges  at  strainer  and  drain  cock. 

G30    Distance  piece  between  No.  63-A2  and  frame. 

032    Cap  screws  for  by-pass  valve  and  frame.     • 

030    Screw  for  all  oil  pipe  flanges  (c.rcept  jlanges  at  distance  pieces, 

pump,  and  gear  case)  and  161. 

637    Nut  for  No.  645  at  gear  case. 

645    Screw  for  oil  pipe  flanges  at  pump,  distance  piece,  and  gear 

case. 
950    Needle  valve  body  at  gear  case. 


120 


121 


Fig.  57. 

51.  Cylinders,  pistons,  crank  shaft,  connecting  rods,  bear- 
ings, etc.     (See  Figs.  56  and  57.) 


I  'art  No. 

Description. 

Shown  in 
figure. 

Not  indi- 
cated in 
figure. 

1-A2 

Engine  frame  (Form  A2  and  subsequent  entriiies  only). 

28 
31 


508 


300 
301 
009 
670 
671 
072 


36 


Engine  frame  (Form  A  engines  only). 

Cylinder. 

Studs  for  fastening  1  and  4  cylinders  to  frame  (we  Mo.  XS  et  scq.}. 

Crank  shaft,  less  couplings. 

Xut  for  fastening  down  cylinders. 

Positive  lock  washer  for  No.  28. 

Gear  case  and  end  bearing  (studded;  without  bushings). 

Xutsfor  Xo.  301. 

Outside  stud  on  frame  for  X'o.  31. 

Lower  inside  stud  for  gear  case. 

Cotter  pin  for  Xos.  009  and  071. 

Upper  inside  stud  for  gear  case. 

Xut  for  Xos.  009  and  071. 

Connecting  rod. 


122 

51.  Cylinders,  pistons,  crank  shaft,  connecting  rods,  bear- 
ings, etc. — Continued. 


Part  No. 


Shown  in 
figure. 

Not  indi- 
cated in 
figure. 

37 

38 

46 

j 

73 

89 

876 

877 

100 

872 

101 

106 

108 

32 
146 

114 

115 
116 

117 

118 

119 

Description. 


Connecting  rod  head,  upper  half. 
Connecting  rod  head,  lower  half. 
Oil  strainer  complete  (for  screws,  etc.,  see  par.  50}. 
Cranking  pin. 
Guard  for  cranking  pin. 
Cap  screw  for  No.  876. 

Crank  shaft  pinion,  for  use  with  steel  gears.     (See  also  No.  872.} 
Crank  shaft  pinion,  for  use  with  cloth  gears.     (See  also  No.  S9.) 
Key  for  shaft  and  flywheel. 
Oil  collar,  flywheel  end  of  crank  shaft. 

Nut  to  fasten  flywheel  (or  flywheel  coupling  of  Form  A  en- 
gines) to  crank  shaft. 
Cover  for  No.  106  (Form  A  engines  only}. 
Set  screws  to  lock  No.  106. 
Starting  crank. 

Crank  shaft  coupling  for  armature. 
Clamping  nut  for  No.  114. 
Set  screw  for  locking  nut  No.  115. 
Key  for  armature  coupling. 
Nut  and  lock  nut  for  No.  119. 
Bolts  for  connecting  rod  head. 

120  I Oil  pipe  on  connecting  rod. 

121    Wrist  pin  bushing. 

122-A2    Wrist  pin. 

123    Set  screw  for  holding  wrist  pin  in  piston. 


123 


51.  Cylinders,  pistons,  crank  shaft,  connecting  rods,  bear- 
ings, etc. — Continued. 


Part  No. 


Shown  m 
figure. 


Not  indi- 
cated in 
figure. 


Description. 


123--A2    Safety  screw  for  wrist  pin. 

124    Piston. 

125    Piston  ring. 

126    Bolts  for  holding  down  cylinders  and  up  crank  hearings. 

1 29    Shim  for  connecting  rod  head . 

130    Lining  for  connecting  rod  head. 

L33    Up] >er  part  of  inside  bearing  of  crank  shaft. 

134    Lower  cap  of  inside  bearing  of  crank  shaft. 

135    Lower  lining  of  inside  bearing  of  crank  shaft. 

136    Upper  lining  of  inside  bearing  of  crank  shaft. 

137    Stud  for  holding  up  lower  cap  of  inside  bearing  of  crank  shaft, 

138    Nut  and  lock  nut  for  stud  No.  137. 

139    Shim  for  inside  bearing  of  crank  shaft . 

140    Upper  crank  shaft  bearing,  generator  end. 

396  Oil  collar  for  crank  shaft,  generator  end. 

1-11    End  bearing  cap. 

142  ! Bolts  for  end  bearing. 

143  ' Nut  and  lock  nut  for  bolt  No.  142. 

144  A 2    Shim  for  end  bearing  of  crank  shaft. 

1 45    |  Key  to  fasten  pinion  No.  89  (also  No.  872)  to  crank  shaft. 

146  ! |  Set  screw  for  lock  nut  No.  106. 

L49-A2    '  Dowel  pin  for  Nos.  130  and  38. 

293    Lower  lining  for  end  bearing  of  crank  shaft. 

294    Upper  lining  for  end  bearing  of  crank  shaft. 


124 


Fig.  59. 


125 

52.  Intake  and  exhaust  valves  and  their  operating  parts; 
priming  and  relief  valves;  cylinder  plugs,  etc.  (See  Figs.  58 
and  59.} 


I 'art  No. 


Shown  in 
figure. 


Not  indi- 
cated in 
figure. 


Description. 


19    Relief  cock  and  primer  for  cylinder  No.  1,  body  only. 

24    Relief  cock  and  primer  for  cylinders  Nos.  2,  3,  and  4,   body 

only. 

34    Main  valve  spring. 

65    Guide  for  cam  roller  fork. 

661  Stud  to  attach  No.  65  to  frame. 

662  Nut  for  No.  661. 

67    Valve-ad j listing  clamp. 

68    Seat  for  main  valve  spring. 

105    Ilelief  cock  and  primer  valve. 

257    Clamping  ring  nut  for  Nos.  16,  16A2,  and  24. 

258 Brass  packing  ring  for  Nos.  16,  16A2,  and  24. 

259    Valve  guide  for  No.  262. 

260    Clamping  screw  tor  No.  67. 

261    Cam  roller  and  fork. 

682  Cam  roller  fork  and  guide  complete  (engines  prior  to  A20). 

858  Assembled  cam  roller  fork  and  guide  complete  with  spring 
(A20  and  subsequent  engines  only). 

262    Intake  and  exhaust  valve. 

263    Key  for  No.  262. 

264    Nut  for  valve  guide. 

265    Plug  for  exhaust  chambers  of  cylinders  Nos.  2.  3,  and  4. 

266    Pipe  plug  for  No.  265. 

267    Plug  for  intake  chamber. 

268    Clamping  ring  nut  for  Nos.  19,  265,  and  267. 

269    Copper  asbestos  gasket  for  Nos.  16,  16-A2,  and  24. 

270    Tauril  gasket  for  Nos.  16,  16-A2,  and  24. 

855    Spring  for  No.  261  (A20  and  subsequent  engines  only). 

856    ('a)  for  No.  855. 


126 


Z3W2 


•247 


[ )  f- 


f 


J> 


Z33/I2 


Fig.  60. 


Fig.  61, 


127 


53.  Intake  and  exhaust  cam  shafts,  shifting  lever,  magneto 
and  pump  gears,  etc.     (See  Figs.  60  and  61.} 


Part  No. 


Shown  in 
figure. 


Not  indi- 
cated in 
figure. 


Description. 


33    \  Indicator. 

726     Screw  for  No.  33  and  cam  shaft. 

728     Clamping  screw  for  No.  33. 

41    Cam  shaft  shifting  lever. 

72     Locking  plate  for  No.  41. 

575     Cap  screw  for  No.  72. 

43    Driving  magneto  coupling  and  gear  shaft,  with  key. 

43-A2    Driven  magneto  coupling. 

66    Set  screw  for  cam  shaft  bushing. 

71    Catch  for  cam  shaft  lever. 

80    Eccentric  of  gasoline  pump. 

90    Idler  gear  with  bushing  (for  use  with  steel  gears). 

852     Idler  gear,  cloth. 

91    Idler  gear  stud. 

92    Exhaust  cam  shaft  (all  engines  except  A-20  and  subsequent 

engines). 

875     Exhaust  cam  shaft  (Form  A-20  and  subsequent  engines  only) . 
(Sec  also  No.  92.] 

93    Exhaust  cam  shaft  gear  with  key. 

94    Intake  cam  shaft  (all  engines  except  A-20  and  subsequent 

engines).     (See  also  No.  873.) 

873     Intake  cam  shaft  (Form  A-20  and  subsequent  engines  only). 
(See  also  No.  94.) 

95 Intake  cam  shaft  gear  with  key. 

96    Gear  operating  magneto,  steel.     (See  also  No.  8-59.) 

97    Gear  operating  gasoline  and  water  pumps,  steel.     (See  also  No. 

8-59). 
859     Driving  gear  for  magneto  and  pumps,  cloth.     (See  also  Nos.  96 

and  97). 

Ill    !  Bevel  gear  on  intake  cam  shait  with  key. 

132    Support  for  No.  41. 

231    Bushing  for  cam  shaft,  flywheel  end. 

231A2    Bushing  for  cam  shaft,  generator  end. 

232    Middle  bushing  for  cam  shaft. 

233    j  Screw  to  fasten  No.  235  to  No.  41 . 

234  .  .!  Positive  lock  washer  tor  No.  233  and  No.  239-A2. 


128 


53.  Intake  and  exhaust  cam  shafts,  shifting  lever,  magneto 
and  pump  gears,  etc. — Continued. 


Part  Xo. 


Sho\vn  in 
figure. 


Not  indi- 
cated in 
figure. 


Description. 


235  Shitting  sleeve. 

236  Pin  connecting  Xo.  41  and  Xo.  132. 

237  Cotter  pin  for  Xo.  236. 

238  Washer  for  shifting  sleeve. 

239  Lock  nut  for  Xo.  132.     (Order  Xos.  239-A2  and  234). 

239A2  Xut  for  Xo.  132. 

240  Long  spacing  sleeve  for  Xo.  92. 

241  Short  spacing  sleeve  for  Xo.  92. 

242  Xut  for  Xos.  92.  94.  874,  and  875.  to  attach  bevel  gear  to  intake 

cam  shaft. 

243  Positive  lock  washer  for  Xo.  242. 

244  Flat  spring  foi  Xo.  71. 

245  Pin  for  Xo.  71. 

246  Washer  for  Xo.  245. 

247  Washer  for  cam  shafts,  flywheel  end.     (For  all  engines  except 

Form  A-20  and  subsequent  engines.)     (See  also  No.  874.'} 

874  Washer  for  cam  shafts,  flywheel  end.     (Form  A-20  and  subse- 
quent engines  only.) 

302  !  Lock  nut  to  fasten  Xo.  97  to  Xo.  80,  also  Xo.  96  to  Xo.  43. 

303  Bushings  for  Xos.  43  and  80. 

304  Bushing  for  idler  gear. 

305  Lock  nut  for  Xo.  90. 

306  .  .  Thrust  washer  for  Xo.  94,  generator  end. 

307  Thrust  washer  for  Xo.  92.  generator  end. 

308  Bushing  in  gear  case  cover  for  Xo.  94. 

309  Washer  for  Xo.  302. 

310  .  .  Washer  for  Xo.  305. 


129 


249 


Z50 


Fig.  62. 


54a.  Cartridge  starter,  old  type.     (See  Fig.  62,} 


Part  No. 

Description. 

Shown  in 
figure. 

Not  indi- 
cated in 
figure. 

16 
248 
249 
250 
251 
252 
253 
254 
255 
256 
257 
258 

Breechblock. 
Firing  pin  for  breechblock. 
Spring  for  X'o.  248. 
Breechblock,  upper  part. 
Locking  pin  for  Xo.  250. 
Guide  block  for  Xo.  251. 
Pin  for  Xo.  250. 
Washer  for  Xo.  253. 
Cotter  pin  for  Xo.  253. 
Shell  ejector  for  Xo.  16. 
Ring  nut  for  Xos.  16  and  24. 
Brass  packing  ring  for  Xos.  Hi  and  24. 

22066°— 16- 


130 


•270 


Fig.  63. 


277 


Fig.  64. 


131 


54b.  Cartridge  starter,  new  type.     (See  Fig.  63.} 


Part  No. 


Shown  in 
figure. 


Not  indi- 
1     catedin 
figure. 


Description. 


l(i-A2    Cartridge  starter  (body  only). 


248-A2 

249-A2 

250- A  2 

251- A  2 

252- A  2 

253- A  2 

250- A  2 

257 

258 

269 

270 


Firing  pin  for  cartridge  starter. 

Spring  for  Xo.  248-A2. 

Clamp  for  Xo.  256-A2. 

Guide  nut  for  Xo.  248-A2. 

Wrench  for  cartridge  starter. 

Limit  pin  for  Xo.  248-A2. 

Shell  holder  for  Xo.  16-A2. 

Ring  nut  for  Xo.  16-A2. 

Brass  packing  ring  for  Xo.  16-A2. 

Copper-asbestos  packing  for  X"o.  1G-A2. 

Tamil  packing  for  No.  16-A2. 

Xo.  10  gauge  blank  cartridge. 

Cartridge  starter  complete. 


55.  Exhaust  muffler.     (See  Fig.  64-} 


113 

271 
272 

273 
274 

275 
27  (; 

277 


493 


Muffler. 

First  expansion  chamber  of  Xo.  113. 
Second  expansion  chamber  of  Xo.  113. 
Third  expansion  chamber  of  Xo.  113. 
Fourth  expansion  chamber  of  Xo.  ]13. 
Inlet  head  of  Xo.  113. 
Outlet  head  of  Xo.  113. 
Packing  ring  for  mufflei  heads. 
Through  bolts  of  Xo.  ]13. 


132 


133 

56a.  Generator   frame   and   parts   thereon,   not  including 
terminal  boards  or  pole  pieces.     (See  Fig.  65.} 


Part  No. 

Description. 

US-volt  generator.             «£*. 

3-  wire 
generator. 

Shown  in 
figure. 

Not  indi- 
cated in 
figure. 

Not  indi- 
cated in 
figure. 

Not  indi- 
cated in 
figure. 

2 

157 

791 
792 
1158 
1160 
157 

791 
792 
1158 
1160 
157 

Frame  for  generator. 
Stud  for  generator  frame. 
Nut  for  stud  for  generator  frame. 
Machine  screw  for  name  plate. 
Eyebolt  for  generator  frame. 

301 
1158 
1160 

56b.  Generator  bearing  bracket  and  parts   thereon.     (See 
Fig.  65.} 

153 

153 
1157 

796 
1157 

Bearing  bracket  for  generator. 
Bolt    for    fastening    generator    bearing 

1157 

278 

278 
107 

278 
107 

bracket. 
Drip  cock  for  oil  gauge. 
Sight  oil  gauge  complete. 

107 

1163 

1163 

1163 

Oil  tube  for  sight  oil  gauge. 

1164 

1164 

1164 

Sight  tube  for  generator  oil  gauge. 

1165 

1165 

1165 

Cover  for  sight  tube. 

1166 

1166 

1166 

Cotter  pin  for  sight  oil  gauge  cover. 

1167 

1167 

1167 

Glass  tube  for  sight  oil  gauge. 

1168 

1168 

1168 

Cork  washer  for  bottom  of  sight  tube. 

1169 

1169 

1169 

Brass  washer  for  bottom  of  glass  tube. 

1170 

1170 

1170 

Cork  washer  for  glass  tube. 

279 
289 
290 

1171 

1171 
279 
973 
289 
1159 
290 
1161 

1171 

279 
973 
289 
1159 
290 
1262 

Nipple  for  top  of  sight  tube, 
^-inch  drain  plug  for  generator  bearing, 
f-inch  pipe  plugs  for  generator  bearing. 
Lining  for  generator  bearing. 
Screw  for  holding  bearing  lining. 
Oil  ring  for  generator  bearing. 
Oil-well  cover  for  generator  bearing. 

973 

1L59 

1161 

JL62 

1162 

1162 

Hinge  screw  for  oil-well  cover. 

134 

56c.  Generator    armature,    commutator,    shaft,    etc.     (See 
Fig.  65.} 


Part  No. 

Description. 

115-  volt  generator. 

230-volt 
generator. 

3-wire 
generator. 

s^-  B? 

Not  indi- 
cated in 
figure. 

Not  indi- 
cated in 
figure. 

158 
291 

807 
1259 
1255 
1260 

798 
1259 
1291 
1260 

Commutator. 
Key  for  commutator. 
Armature  for  generator. 
Armature  bar  winding. 

1226 

1227 

1228 

1261             1261 

Connecting  clips  for  armature  winding 

opposite  commutator  end. 

1229 

1360 

1293 

Connecting  clips  for  armature  winding 

292 

1256 

1257 
1258 

commutator  end. 
Armature  for  generator  (Panama  insu- 
lation). 
Armature  shaft  and  key. 
Key  for  armature  spider. 

1292 
1258 

1225 

56d.  Generator  pole  pieces  and  field  coils.     (See  Fig.  65,  p.  132.) 

283 

i 
1230             1230 

Main  pole  piece  for  generator. 

284 

1186 

1232             1232 
1231             1231 
1233             1233 

Bolt  for  generator  main  pole  piece. 
Commutating  pole  piece  for  generator. 
Bolt   for   generator   commutating   pole 

1187 

285 
286 

1234 
1235 

1236 
1237 

1275 

piece. 
Main  field  coil  for  generator. 
Main  field  coil  for  generator  (Panama 
insulation). 
Commutating  field  coil  for  generator. 
Commutating    field    coil    for   generator 
(Panama  insulation). 

1276 

135 


56e.  Connecting  leads  between  field  coils  of  generator.     (See 

Fig.  65,  p. 


Part  No. 

115-  volt  generator. 

230-volt 

generator. 

3-wire 
generator. 

Description. 

Shown  in 
figure. 

Not  indi- 
cated in 
figure. 

Not  indi- 
cated in 
figure. 

Not  indi- 
cated in 
figure. 

287 

1242 

Inside    connecting    lead    for   generator 

commutating  field  coils. 

1320 

1241 

Outside  connecting  lead  for  generator 

commutating  field  coils. 

1175 

1239 

1239 

Bolt  for  commutating  field  connecting 

strips. 

1194 

1240 

1240 

Nut   for  commutator   field   connection 

strip. 

1195 

594 

Washer  for  romrrmtatinor  field   cormer- 

O 

tion  strip  bolt. 

1190 

1238 

Connecting  strips   for  generator  series 

field  coils. 

1192 

1239 

1239 

Bolt  for  series  field  connecting  strips. 

1191 

1240 

1240 

Nut  for  series  field  connecting  strip  bolt. 

594 

594 

Washer  for  series  field  connecting  strip 

bolt. 

1196 

1243 

1243 

Connection   leads   for  generator   shunt 

field  coils. 

1277 

Series  connecting  lead  for  3-wire  gen- 

erator main-field  coils. 

1280 

Series  connecting   lead   between   corn- 

mutating  and  main  coils. 

136 

56f.  Connecting   leads    between   field    coils    and    terminal 
boards  of  generator.     (See  Fig.  65,  p.  132.} 


Part  No. 


115-volt  generator. 

230-volt 

generator. 

3-wire 
generator. 

Description. 

Shown  in 
figure. 

Not  indi- 
cated in 
figure. 

Not  indi- 
cated in 
figure. 

Not  indi- 
cated in 
figure. 

288 

Cables.     (Order     by     numbers     given 
below.) 
Negative  terminal   lead   from   commu- 
tating  coil. 
Lead  for  right-hand  commutating  coil  to 
negative  terminal  board. 
Lead  from  inside  bus  ring  to  negative 
terminal  board. 
Positive  terminal  lead  from  top  series 
coil  to  positive  terminal  board. 
Equalizer  lead  from  generator  series  coil 
to  terminal  board. 
Equalizer  lead  from  outside  bus  ring. 
Equalizer  lead  from  shunt  field. 

1198 
1199 
1200 
1201 
1202 

1203 

1204 

1197 
1244 
1245 
1244 
1197 

1245 
1246 

1246 

1205 

1247 

1247 

Lead  from  shunt  field  to  shunt  terminal 

1207 

1207 

board. 
Cap  screw  for  terminal  leads  and  bus 
rings. 

1281 

Series  line  lead  from  Xo.  1  main  coil  to 

left-hand  terminal  board. 

1244 

Tap  from  Xo.  5  main  coil  for  left-hand 

series  field  shunt. 

1282 

Series  line  lead  from  Xo.  6  main  coil  to 

right-hand  terminal  board. 

1197 

Tap  for  Xo.  2  main  coil  for  right-hand 

series  field  coil. 

1283 

Series  lead  from  bus  rings  to  right  and 

1284 

left  hand  commutating  coils. 
Lead  from  collector  rings  to  right  and 

left  hand  terminal  boards. 

137 


56g.  Generator  brushes,  brush-holder  yoke  and  parts.     (See 
Fig.  65,  p.  132.} 


Part  No. 

Description. 

llo-volt  generator. 

230-volt 
generator. 

3  -wire 
generator. 

Shown  in 
figure. 

Not  indi- 
cated in 
figure. 

Not  indi- 
cated in 
figure. 

Not  indi- 
cated in 
figure. 

154 

154 
1174 

1203 
1204 

Brush-holder  yoke  for  generator. 
Clamp  for  generator  brush-holder  yoke. 

1174 

1175 

1175 

1175 

Bolts  for  generator  brush-holder  yoke 

159 

805 

805 

clamp. 
Brush-holder  complete,   less  brush  for 
generator. 

1179 

1180 

1180 

Brush-holder  body  for  generator. 

854 

854 

854 

Clamping    screw    for    generator   brush 

holder  and  stud. 

1181 

1181 

1181 

Spring  holder  for  generator  brush  holder. 

1182 

1182 

1182 

Machine     screw    for    fastening    spring 

holder  to  brush-holder  body. 

514 

514 

514 

Brush-holder  spring. 

1183 

1183 

1183 

Brush-holder  spring  lever. 

1184 

1184 

1184 

Bolt  for  brush-holder  spring  and  spring 

holder. 

200-A2 

200-A2 

200-A2 

Cotter  pin  for  brush-holder  bolt. 

1185 

1185 

1185 

Thumb   screw  for  fastening  pigtail  to 

brush-holder  body. 

1200 

Collector  brush  holder   complete,   less 

brush. 

1207 

Collector  brush-holder  body. 

1208 

Clamping    screw    for    collector    brush 

holder  and  stud. 

1209      Spring  holder  for  collector  brush-holder 

spring. 

1270 

Brush-holder  spring  for  collector  brush 

holder. 

1272 

Bolt  for  brush-holder  spring. 

1273 

Cotter  pin  for  brush-holder  spring  bolt. 

1274     Thumbscrew    for    fastening    pigtail  to 

280 

280 

802 
801 

collector  brush  holder. 
Brush-holder  studs  for  generator. 
Brush-holder   studs    for   generator  col- 

lector brushes. 

138 
56g.  Generator  brushes,  brush-holder  yoke  and  parts — Con. 


Part  No. 

Description. 

115-volt  generator. 

230-volt 
generator. 

3-wire 
generator. 

Shown  in 
figure. 

Not  indi- 
cated in 
figure. 

Not  indi- 
cated in 
figure. 

Not  indi- 
cated in 
figure. 

627 

627 

627 

Brass  washer  for  generator  brush-holder 

studs. 

589 

589 

589 

Nuts  for  generator  brush-holder  studs. 

584 

584 

584 

Insulation  bushing  for  generator  brush- 

281 

282 

281 
1206 

282 

513 

803 
804 

282 

holder  studs  and  yoke. 
Inside  bus  ring  for  generator. 
Outside  bus  ring  for  generator. 
Fiber  washer  for  generator  brush-holder 
stud  and  yoke. 
Carbon  brush  with  pigtail  for  generator 
commutator. 

1206 

512 

1265 

Carbon   brush   with  pigtail   for  3-wire 

generator  collector. 

56h.  Generator  terminal  boards.     (See  Fig.  65,  p. 


155 

1248 

1285 

Block  for  generator  terminal  boards. 

951 

951 

951 

Bracket  for  series  terminal  boards. 

1208 

1208 

1208 

Spacer  for  bracket  and  terminal  board. 

1209 

1209 

1209 

Cap  screw  for  fastening  terminal  boards 

to  generator. 

594 

594 

594 

Washer  for  terminal  board  cap  screws. 

1210 

1249 

1249 

Cap  screws  for  terminal  board  terminals. 

198 

594 

Washer  for  cap  screws. 

1211 

1240 

Nut  for  Nos.  1210  and  1249. 

1212 

1250 

1250 

Space    block     for    generator    terminal 

leads. 

1213 

1251 

1251 

Space    block    for    generator    terminal 

board  . 

1214 

Space  block  for  equalizer  connection. 

1215 

1249 

Cap  screw  for  equalizer  connection. 

156 

156 

156 

Shunt  terminal  board  complete. 

1216 

1252 

1252 

Cap  screw  for  fastening  shunt  terminal 

board. 

825 

825 

825 

Washer  for  terminal  board  cap  screw. 

1217 

1217 

1217 

Base  for  shunt  terminal  board. 

1218 

1218 

1218 

Binding  plate  for  shunt  terminal  board. 

139 


56h.  Generator  terminal  boards — Continued. 


Tart  No. 

Description. 

115-volt  generator. 

230-volt 
generator. 

3-wire 
.  generator. 

Shown  in 
figure. 

Not  indi- 
cated in 
figure. 

Not  indi- 
cated in 
figure. 

Not  indi- 
cated in 
figure. 

1219 

1219 

1219 

Binding  screws  for  shunt  terminal  board. 

1220 

1220 

1220 

Nut  for  shunt  terminal 

board  binding 

screw. 

1221 

1221 

1221 

Washer  for  shunt  termin 

al  board  bind- 

ing  screw. 

56i.  Generator  shunts.     (See  Fig.  65,  p.  132.} 


160 

1253 

German  silver  shunt  for  mam  field. 

1223 

1254 

1289 
1290 

German  silver   shunt   for   main   field, 
left  hand.    - 
German   silver   shunt   for   main   field, 
right  hand. 
German  silver  shunt  for  commutating 

field. 

56j.  Collector  rings  and  parts,  3-wire  generator. 


Part  No. 

Description. 

Shown  in 
figure. 

Not  indi- 
cated in 
figure. 

128 

Key  for  collector  rings. 

617 

Xut  for  collector-ring  stud. 

800 

Collector  ring. 

1294 

Connecting  clips  for  collector-ring  leads. 

1295 

Collector-ring  assembly. 

1296 

Supporting  spacer  for  collector  ring. 

1297 

Stud  for  holding  collector  rings. 

1298 

Washer  for  collector-ring  stud. 

1299 

Insulating  bushing  for  collector  rings. 

1300 

Insulating  washer  for  collector  rings. 

140 


SJC 

£ 


i^N-^r^-r^-^^CTi     ?5r 
-*>.    o$    $3    b>    «S    %  ^    <S    ^ 


141 


57a.  Miscellaneous  parts.     Engine  viewed  from  flywheel  end 
(flywheel  removed).     (See  Figs.  66  and  67.) 


]  'art  No. 

Description. 

Shown  in 
figure. 

Not  indi- 
cated in 
figure. 

7 

16 
17 
25 

26 
27 
33 
35 

42 

47 
73 
89 
90-97 
98 
99 
101 
102 
103 
104 
104-A2 
106 
152 
295 
298 
299 

300 
301 

Exhaust  header. 
Studs  to  attach  No.  7  to  cylinders. 
Nuts  for  No.  1384. 
See  par.  556. 
See  No.  17  et  seq.,  par.  47a. 
See  No.  25  et  seq.,  par.  51. 
See  corresponding  number  et  seq.,  par.  47a. 
See  corresponding  number  et  seq.,  par.  47a. 
See  No.  33  et  seq.,  par.  53. 
See  No.  35  et  seq.,  par.  47a. 
Index. 
Upper  cover  studs  on  gear  case  for  supporting  No.  42. 
See  No.  47  et  seq.,  par.  50. 
See  corresponding  number  et  seq.,  par.  51. 
See  corresponding  number  et  seq.,  par.  51. 
See  corresponding  numbers  et  seq.,  par.  53. 
Nuts  for  flywheel  coupling  (Form  A  engines  only). 
Lock  washers  for  No.  98. 
See  No.  101,  par.  51. 
Lower  gear  case  cover. 
Upper  gear  case  cover. 
Flywheel  coupling  (Form  A  engines  only). 
See  No.  104-A2,  par.  50. 
See  No.  106  et  seq.,  par.  51. 
Drain  pipe  from  exhaust  manifold  to  cylinder  jacket. 
Bolt  and  nut  for  Nos.  102  and  103. 
Nut  for  Nos.  299  and  395. 
Short  stud  to  attach  Nos.  102  and  103  to  gear  case. 
Upper  cover  stud  on  gear  case  for  supporting  No.  42. 
See  No.  31  et  seq.,  par.  51. 
See  No.  31  et  seq.,  par.  51. 

1384 
368 

395 

395 

142 


ii : 


\ « 


N?         f\> 
^       !S 


^      ^   $    SJ    $ 


143 

57b.  Miscellaneous  parts;  engine  viewed  from  generator  end 
(generator  removed).     (See  Figs.  68  and  69.) 


Part  No. 


Shown  in 
figure. 

Not  indi- 
cated in 
figure. 

Description. 

32-A2 

Coupling  stud  for  armature 

33 

See  No.  33  et  seq.,  par.  53. 

48-A2 

Lock  washer  for  No.  32-A2. 

49-A2 

Nut  for  No  32-A2 

51 

See  par  50 

53 

See  par.  50 

59-A2 

Governor  gear-box  cover. 

60-A2 

Cap  screw  for  No.  59-A2. 

62 

See  par.  50. 

62-A2 

See  par.  50 

79 

See  No.  9  et  seq.,  par.  48c. 

109 

See  par.  50. 

110 

See  par.  50. 

110-A2 

See  par.  50. 

111 

See  par.  52. 

112 

See  par  48c. 

114 

See  par.  51 

115 

See  par.  51. 

144 

See  par.  50. 

144 


/IO-A2 


Fig.  70. 


Fig.  71. 


145 


57c.  Miscellaneous  parts;  engine  viewed  from  sides.     (See 
Figs.  70  and  71.) 


Shown  in 
figure. 

Not  indi- 
cated in 

figure. 

7 

10 

11 

12 

14 

18 

650 

20 

23 

26 

27 

41 

42 

44 

45 

47 

47-A 

51 

62-A2 

64 

69 

70 

72 

77 

575 

81 

98-  A  2 
99-A2 

665 

105 

110-A2 

128-A2 

148 

320 

321 

607 
609 

Description. 


See  No.  7  et  seq.,  par.  57a. 

See  par.  48b. 

See  par.  47c. 

See  par.  48a. 

Han  dhole  cover. 

Cap  bolt  for  No.  14. 

See  No.  970  et  seq.,  par.  49f. 

See  par.  47a. 

See  par.  49d;  see  also  527,  par.  49c;  and  966,  par.  49a. 

See  par.  47a. 

See  par.  47a. 

See  par.  53. 

See  No.  42  et  seq.,  par.  57a. 

See  No.  44  et  seq.,  par.  49f. 

See  par.  50. 

See  par.  50. 

See  par.  50. 

See  par.  50. 

See  par.  50. 

See  pars.  47b  and  47c. 

See  No.  965  et  seq.,  par.  49f. 

See  No.  959  et  seq.,  par.  49f. 

Locking  plate  for  shifting  lever. 

Cap  screw  for  No.  72. 

See  No.  965  et  seq.,  par.  49f. 

Ventilating  tube. 

Cap  screw  to  attach  No.  81  to  frame. 

See  par.  50. 

See  par.  50. 

See  par.  52. 

See  par.  50. 

See  No.  961  et  seq.,  par.  49  f. 

See  pars.  48a  and  48b. 

Blind  flange  for  exhaust  header. 

Threaded  flange  for  exhaust  header. 

Stud  to  attach  Nos.  320  and  321  to  exhaust  header. 

Nut  for  No.  607. 


22066°— 16- 


K) 


146 


147 


57d.  Miscellaneous  parts;  engine  viewed  from  flywheel  end 
(flywheel  in  place).     (See  Figs.  72,  73,  and  7/f.) 


Fart  No. 


Shown  in 
figure. 


1-A2 

2 

3-A2 

4 
5 
6 
7 

10 
12 
14 

16-A2 
17 
18 
19 
20 
21 
22 
23 


24 
25 
26 
27 
29 
30 
33 
34 
35 

4  7- A 
68 
70 
73 
77 


Not  indi- 
cated in 
figure. 


Description. 


Engine  frame. 

See  par.  56a. 

Flywheel  (Form  A2  and  subsequent  engines  only). 

Flywheel  (Form  A  engines  only). 

See  par.  51. 

See  par.  48b. 

See  par.  48b. 

See  par.  57a. 

See  par.  48b. 

See  par.  48a. 

See  par.  57c. 

See  pars.  54a  and  54b. 

See  par.  47a. 

See  970  et  seq.  par.  49f . 

See  par.  52. 

See  par.  47a. 

See  par.  491. 

Spark  plug. 

See  par.  49e;    also  527. 

par.  49c,  and  966,  par. 

49a. 

See  par.  52. 
See  par.  51. 
See  par.  47a. 
See  par.  47a. 
See  par.  48a. 
See  par.  48a. 
See  par.  53. 
See  par.  52. 
See  par.  47a. 
See  par.  50. 
See  par.  52. 
See  959,  etc.,  par.  49f. 
See  par.  51. 

See  par.  49c;  see  also  par.  49b. 
See  1021,  par.  49a;  440,  par.  49d;  906,  par.  49c. 


74. 


148 


57d.  Miscellaneous  parts;  engine  viewed  from  flywheel  end 
(flywheel  in  place) — Continued. 


Part  No. 


Shown  in 
figure. 


103 
105 
106 
146 
152 
160 
311 
312 
313 


Not  indi- 
cated in 
figure. 


Description. 


See  par.  57a. 

See  par.  52. 

See  par.  51. 

See  par.  51. 

See  par.  47a. 

See  par.  56i. 

Studs  for  flywheel  puller. 

Nuts  for  311. 

Crossbar  for  flywheel  puller. 


-..- 


J.  75. 


58.  Tool  box.     (See  Fig.  75.' 


Part  No. 


Shown  in 
figure. 


157 

252-A2 
329 


Not  indi- 
cated in 
figure. 


Description. 


Eye  bolt  for  generator. 

Wrench  for  cartridge  starter. 

Gap  gauge  (make  and  break  gauge  in  fig.  — )  for  G.  E.  magneto. 


149 


58.  Tool  box — Continued. 


Part  No. 


Shown  in 
figure. 


Not  indi- 
cated in 
figure. 


Description. 


Wrench  for  G.  E.  magneto  or — 

896  Contact  adjusting  plug  for  Eisemann  magneto. 

897  Socket  wrench,  elbow,  Eisemann  magneto. 

898  Combination  wrench  and  spark  gap  adjuster.  Eiseman  magneto, 

or — • 

{  978  Combination  wrench  and  gap  gauge  for  Splitdorf  magneto. 

33  L    Wrench  for  valve  cap  of  gasoline  pump. 

332    Wrench,  7^-inch  cap  screws. 

333    Wrench,  •&  and  £  inch  cap  screws. 

334    Wrench,  $  and  £5  inch  cap  screws. 

335    Wrench,  -^  and  £  inch  nuts. 

336    Wrench,  yg-  and  ^  inch  nuts. 

337    Wrench,  f  and  f  inch  nuts. 

379    Wrench,  governor  spring  adjuster. 

381    Wrench  for  valve  guide  nuts. 

382    Wrench,  f  and  1-J  inch  nuts. 

383    Hook  spanner  for  parts  Nos.  189  and  203. 

384    Hook  spanner  for  part  No.  187. 

385    Hook  spanner  for  part  No.  257. 

386    Valve  remover. 

387    Spanner  for  No.  268. 

388    Wrench  for  crank-shaft  nut. 

390    Wrench  for  1-iiich  hexagonal  spark  plugs. 

39 1    Valve-seat  tool. 

507    Tool  box  complete  with  tools  (see  No.  647). 

509    Padlock,  with  key  and  chain. 

647    Tool  box  without  tools  and  padlock  (see  No.  507). 


NOTE. — In  addition  to  the  tools  listed  above,  the  following  tools  will  be  issued  to 
isolated  stations  or  forts  where  Ordnance  Department  tools  are  not  available : 


1  washer  cutter,  ^  inch  to  6  inches. 

1  duster,  Universal,  No.  ]. 

1  file,  flat  bastard,  12-inch. 

1  file,  half-round,  12-inch. 

L  file,  round,  12-inch. 

3  files,  saw,  triangular,  6-inch. 

6  file  handles. 

1  hammer,  copper,  2-pound,  with  handle. 

1    hammer,     machinist,     ball     peen,    3- 


1  pair  pliers,  cutting,  8-inch. 
1  screw  driver,  6-inch. 
1  screw  driver,  12-inch. 
1  monkey  wrench,  6-inch. 
1  monkey  wrench,  12-inch. 
1  monkey  wrench,  18-inch. 
1  Stillson  wrench,  6-inch. 
1  Stillson  wrench,  14-inch. 
1  Stillson  wrench,  18-inch. 


pound,  with  handle. 

Requisitions  for  the  additional  tools  listed  above  should  explain  in  detail  the  condi- 
tion which  makes  such  additional  tools  necessary. 


150 


(S) 


151 


59.  Spare  part  box.     (See  Fig.  76.) 


Authorized 
allowance. 


Tart  No. 


Description. 


2 
4 
2 
6 
8 
3 
3 

1  Ib. 

lib. 
1 


2 

1 

16 

1 
100 


22 
34 
57 

500 
105 
121 
122 
125 
130 
135 
136 
192 
193 
204 

206 
206A2 
207 
224 
231 
231A2 
232 
262 
269 
270 
293 
294 
296 
297 
303 
304 
311 
312 
313 
377 
398 
509 
510 


Spark  plugs  (sho\vn  as  No.  398  in  figure). 

Main  valve  spring. 

Spring  for  throttle  rod  (4^  inches  long) 

or 

Spring  for  throttle  rod  (61  inches  long}. 
Relief  cock  and  primer  valve. 
Bushing  for  wrist  pin. 
Wrist  pin. 

Piston  ring  (3  right  cut;  3  loft  cut). 
Lining  for  connecting-rod  head. 
Upper  lining  for  inside  bearing  of  crank  shaft. 
Lower  lining  for  inside  bearing  of  crank  shaft. 
Metallic  packing  for  mechanically  operated  gasoline  pump. 
Metallic  packing  for  hand-operated  gasoline  pump . 
Plastic  metallic  packing  (•&  inch  by  10  inches)  for  water  pump 

(shown  as  No.  704  in  figure). 
Taper  pin  for  No.  205. 

Cotter  pin  for  No.  206  and  brush-holder  bolt. 

Gasket  for  Nos.  64,  55,  613,  614,  and  615. 

Indicator  glass  for  carbureter. 

Bushing  for  cam  shaft  (flywheel  end). 

Bushing  for  cam  shaft  (generator  end). 

Middle  bushing  for  cam  shaft. 

Intake  and  exhaust  valve. 

Copper  asbestos  gasket  for  Nos.  16,  16A2,  and  24. 

Tauril  packing  for  Nos.  16,  16 A2,  and  24. 

Lower  lining  for  end  bearing  of  crank  shaft. 

Upper  lining  for  end  bearing  of  crank  shaft. 

Upper  bushing  for  governor  shaft. 

Lower  bushing  for  governor  shaft. 

Bushing  for  No.  43  and  No.  80. 

Bushing  for  idler  gear. 

Studs  for  flywheel  puller. 

Nuts  for  No.  311. 

Crossbar  for  flywheel  puller. 

Gasket  for  Nos.  35,  17,  and  689. 

(See  No.  22.) 

Yale  lock  for  spare-part  box. 

No.  10  gauge  blank  cartridge. 


152 


59.  Spare  part  box — Continued. 


Authorized 
allowance. 


Part  No. 


Description. 


18 

18 
4 

4 
2 
1 


512 

513 
520 

521 

526 
652 
704 
847 
878 
976 
977 

879 
724 
725 

442 
443 
1345 
1346 
1347 
1348 
1349 


Brush  for  115-volt  generator 

or 

Brush  for  230-volt  generator. 
Brush  for  115-volt  fan  motor  (shown  as  No.  847  in  figure) 

or 

Brush  for  230-volt  fan  motor  (shown  as  No.  847  in  figure}. 
100°  centigrade  thermometer,  7  inches  long. 
Spare-part  box,  complete,  less  padlock. 
(See  No.  204.) 
(See  Nos.  520  and  521.) 

Brass  substitute  for  indicator  glass  of  carbureter. 
Breaker  bar  with  platinum  for  Splitdorf  magneto. 
Platinum  contact  screw  with  lock  nuts  for  Splitdorf  magneto 

or 

Interrupter  lever  for  Eisemann  magneto. 
Interrupter  contact  screw  for  .Eisemann  magneto. 
Adjustable  contact  screw  for  Eisemann  magneto 

or 

Interrupter  lever  for  G.  E.  magneto. 
Interrupter  contact  screw  for  G.  E.  magneto. 
List  of  spare  parts. 
Box  for  spare  gaskets. 
Box  for  spare  packings. 
Tray  for  spare-part  box. 
Kevs  for  Xo.  509. 


INDEX  OF  PARTS. 


Part  No.  Paragraph. 

1 51 

1A2 51,  57d 

2 56a,  57d 

3 57d 

3A2 57d 

4 51,  57d 

5 48b, 57d 

6 48b, 57d 

7 57a,  57c,  57d 

8 49e 

9 48c 

10 , 48b,  57c,  57d 

11 47c,  57c 

12 48a,  57c,  57d 

13 '. .   48c 

14 57c,  57d 

15 48b 

16 54a,  57a 

16A2 54b, 57d 

17 . 47a,  57a,  57d 

18 491,  57c,  57d 

19 52,  57d 

20 47a,  57c,  57d 

21 49f,  57d 

22 49f,57d,59 

23 49d,  49f,  57c,  57d 

24 52,  57d 

25 51,57a;57b 

26 47a,  57a,  57c,  57d 

27 47a,  57a,  57c,  57d 

28 51 

29 48a,  57d 

30 48a,  57d 

31 51 

32 51 

32A2 57b 

33. ." 53,  57a,  57b,  57d 

34 52,  57d,  59 

35 47a,  57a,  57d 

36  to  38 51 

39 48c 

40 48c 

41 53,  57c 

42 57a,  57c 

43 -  -  - 49f,  53 

(153) 


154 

Paragraph. 

43A2 491  53 

44....  49f.  57o 

45 50,57c 

46 50,51 

47 50.  57a.  57c 

47A. ..' 50,  57c,  57d 

48A2 57b 

49A2 57b 

50 50 

50A2 50 

51 50.  57b,  57c 

53 50,57b 

54 48a 

55 47a 

56 48c 

57 48c,59 

58 48b 

59 50 

59A, 48c:  57b 

60A, 48c;  57b 

61 48a 

62 50.  57b 

62A2 50.  57b,  57c 

63A2 50 

64 47a.  47b.  47c.  57c 

65 52 

66 53 

67 52 

68 52.  57d 

69 49f.  57c 

70 " 49f.  57c,  57d 

71 53 

72 53.  57c 

73 51,  57a,  57d 

74  to  76 48b 

77 49e.  57c,  57d 

78 57d 

79 48c.  57b 

80 48a. 53 

81 57c 

82  to  84 47d 

S4A2 47d.  47f 

85. .". 47d.  47f 

86 47d 

87 47d 

88 48c 

89 51.  57a 

90  to  9(5 53,  57a 

97 53,  57a 

98 57a 

98A2 50,  57c 

99..  5^a 


155 

Paragraph. 

99A2 50,  57c 

100 51 

101 51,  57a 

102 57a 

103 57a,  57d 

104 57a 

104A2 50,  57a 

105 52,  57c,  57d, 59 

100 51,  57a,  57d 

107 5Gb 

108 51 

109 50,  57b 

110 50,  57b 

110A, 50,  57b,  57c 

111 48c,  53,  57b 

112 48c,  57b 

113 55 

114 51,  57b 

115 51,57b 

116  to  119 51 

120 50,  51 

121 51,  59 

122 59 

122A2 51 

123 51 

123A2 51 

124 51 

125 51,  59 

126 51 

127A2 50 

128 56j 

128A2 49f,  57c 

129 51 

130 51,  59 

131 50 

132 53 

133 51 

134 51 

135 51,  59 

130 51,  59 

137  to  143 51 

144 50,  57b 

144A2 51 

145 51 

146 51.  57d 

147 48a 

148 48a,  57c 

149A2 51 

150 48a 

151 48a 

152 47a.  57a,  57d 

153 56b 

154 56g 


156 

Paragraph. 

155 56h 

156 56h 

157 56a,  58 

158 56c 

159 56g 

160 56i.  57d 

161 50 

162  to  180 48c 

181  to  191 48a 

192 48a,  59 

193 48a,  59 

194  to  197 48a 

198 48a,  56h 

199 48a 

200 48a 

201  to  203 47c 

204 47c,  59 

205 47b, 47c 

206 47b.  47c.  59 

206A2 47c,  56g,  59 

207 47a,  47b.  47c.  59 

208 47a.  47c 

209  to  212 47c 

213  to  223 48b 

224 48b.  59 

225  to  230 48b 

231 53,  59 

231A2 53,  59 

232 53,  59 

233  to  247 53 

248 54a 

248A2 54b 

249 54a 

249A2 54b 

250 54a 

250A2 54b 

251. .' 54a 

251A2 54b 

252 54a 

252A2 54b,  58 

253. 54a 

253A2 54b 

254 -. 54a 

254A2 47d 

255 54a 

255A2 47d 

256 54a 

256A2 54b 

257 . .". 52,  54a,  54b 

258 52,  54a,  54b 

259  to  261 52 

262 52,59 

263  to  268...  52 


157 

Paragraph. 

269 52,  54b,  59 

270 52,  54b,  59 

271  to  277 55 

278 56b 

279 47e,  47f,  56b 

280  to  282 56g 

283  to  286 56d 

287 56e 

288 5Gf 

289 56b 

290 47e,  47f ,  56b 

291 56c 

292 56c 

293 51,59 

294 51,  59 

295 57a 

296 48c,  59 

297 48c,59 

298 57a 

299 , 57a 

300 , 51,  57a 

301 51,56a,57a 

302 53 

303 53,  59 

304 53,  59 

305  to  310 53 

311 57d, 59 

312 57d, 59 

313 57d,59 

314  to  317 47d 

319 49f 

320 57c 

321 57c 

322 47a 

323 47d, 47f 

324  to  32(i 47d 

329  to  337 58 

338 48a 

350 48a 

363  to  367 48b 

368 47a,  48b,  57a 

369  to  372 48b 

375 50 

376 47a 

377 47a,  59 

378 50 

379  to  391 58 

394 48b 

395 57a 

396 51 

397 49f 

398 59 

401  to  441..  49d 


158 

Paragraph. 

442 49d,  59 

443 49d, 59 

444  to  454 49d 

478 47b 

493 55 

494 48c 

498 49f 

500 48c,  59 

501 49f 

504 49f 

505 48c 

507 58 

509 58,  59 

510 54b,  59 

511 49f 

512 56g,  59 

513 56g,  59 

514 56g 

515  to  517 47f 

519 47e,  47f 

520 47e,  47f,  59 

521 47e,47f,59 

522  to  524 47f 

525 47d 

526 47a,  59 

527 49c,  49f 

528 54b 

529 50 

530 50 

531 48b 

533 49f 

534 49f 

535 49f 

536 49d, 49f 

537 49f 

540  to  552 48d 

560 49f 

562 47b, 47c 

563 47c 

568 51 

569  to  574 48a 

575 53,  57c 

578  to  583 48c 

584 56g 

585  to  588 48c 

589 56g 

590  to  593-. 48c 

594 48c,  56e,  56h 

595  to  603 48c 

607 57c 

608 47a 

609 57c 

611  to  615...  47a 


159 

Paragraph. 

617 56j 

619 47a 

620.... 47a,49f 

623 50 

625 48b 

626 48b 

627 56g 

629  t  o  645 50 

647 58 

650 50,  57c 

652 59 

653 48d 

654  to  656 47d 

658 47f 

659 51 

661 52 

662 52 

663 48a 

664 48b 

665 57c 

666  to  668 48c 

669  to  672 51 

673 50 

674 50 

682 52 

689 47a 

692  to  703 47b 

704 47b,  50,  59 

705 47b 

706 47a,  47d, 49f 

707  to  716 47d 

717 47a,  47d,  49f 

718 47d 

724 49c,  59 

725 49c,  59 

726 53 

728 53 

773  to  775 49f 

787 48d 

788 48d 

791 56a 

792 56a 

796 56b 

798 56c 

800 56j 

801  to  805 56g 

807 56c 

825 56h 

833  to  843 47b 

846 47e 

847 59 

848  to  851 , 47e 

852..  53 


160 

Paragraph. 

854 56g 

855  to  858 52 

859 53 

861 47e 

862 47d,  47e 

863  to  868 47e 

869 47e,  47f 

870 47e 

871 47e 

872 51 

873  to  875 53 

876 51 

877 51 

878 48b,  59 

879 49c, 59 

880  to  895 49c 

896  to  898 58 

899  to  911 49c 

912 50 

918 50 

919 49e 

920 49e 

921  to  945 47e 

946 47e,  47f 

947  to  949 47e 

950 50 

951 56h 

953 49f 

956 49f 

958 49b,  49f 

959  to  965 49f 

966 49a,  49f 

967  to  970 49f 

971 47e,  49f 

973 56b 

976 49a,  59 

977 49a,  59 

978 49a,  58 

979 47e,  47f 

980 47e 

981 47e 

982 47e,  47f 

984 47e 

985 47e,  47f 

986 47e 

987 47e,  47f 

988 47e,  47f 

989 47e,  47f 

990 47e,  47f 

991 47f 

992  to  999 47e 

1000 1 47f 

1001  to  1008...  49a 


161 

Paragraph. 

1009 49b 

3010  lo  1013 49a 

1014 49b 

1015 49b 

1016  lo  1020 49a 

102L 49a,  49f 

1022  to  1037A 49a 

1038 49b,  49f 

1039  to  1065 49a 

1067  to  1095 49b 

1097 49a 

1098 49a 

11 00  to  1 1 1 9 47f 

1120 47e,  47f 

1121  to  1140 471' 

1141  to  1156 47e 

1157 56b 

1158 56a 

1159 56b 

1160 56a 

1161  to  1171 56b 

1174 56g 

1175 56e,  56tf 

1177 47e,  47f 

1178 47e,  47  i 

1179  to  1185 56g 

1186 56d 

1187 56d 

1190to  1196 56e 

1197  to  1205 56f 

1206 56g 

1207 56f 

1208  to  1221 56h 

1223 56i 

1225  to  1229 56c 

1230  to  1237 56d 

1238 56e 

1239 56e 

1240 56e,  56h 

1241  to  1 243 56e 

1244  to  1247 56f 

1248  to  1252 56h 

1253 56i 

1254 56i 

1255  to  1261 56c 

1262 56b 

1 263  to  1 274 56g 

1275 56d 

1276 56d 

1277 56e 

1280 56e 

1281  to  1284 56f 

1285 56h 

22066°— 16— 11 


162 

Paragraph. 

56i 

1290 56i 

1291  to  1293 56c 

1294  to  1300 56j 

1320 56e 

1321  to  1324 47e 

1325 47f 

1326 47f 

1327 47e 

132s 47e.  47f 

1331 47f 

1333  to  1344 47e 

1345  to  1349 59 

1354 49i 

1355 47f 

13'<\ 47f 

1357 47e.  47f 

]  35S 47f 

1360 56c 

1361 

13S3 47a 

13S4 4Sb. 57a 

1385 4Sb 

13S6 49e 

13S~ 50 

1401  to  1476 49c 

14^2  to  1490 49e 

1491 49c 

1492  to  149> 49e 

1499 49c 

15m 49e 

1501  to  1504..  49c 


INDEX  OF  SUBJECTS. 


Air  heater:  Par.  Xo. 

Description  of ICc 

Part  list 4<d 

Use  of 2Ssr 

Air  valve: 

Description  of ICb 

Part  list 4Sb 

Proper  setting  of i'Sa  and  2Sg 

Armature: 

Generator:  part  list oOc 

Motor:  part  list 47c  and  47f 

Assembly  of  set 34 

Back-firing 28c  and  37b 

Battery  room,  heating  of.  by  radiator :>>c 

Bearing  bracket,  generator:  part  list 5«Jb 

Bearings: 

Adjustment  of 30a 

Description  of 12 

Linings,  etc. :  part  list 51  and  59 

Lubrication  of 19 

Motor,  lubrication  of 27 

Bolts,  foundation 35 

Brushes: 

Brush-holder  yoke.  etc..  generator:  part  list 56g 

Brush-holder  yoke.  etc..  motor:  part  list 47e  and  47f 

Fan  motor 3Ie 

Brush  sotting 31b 

By-pass  valve,  description  (.if • 19.  27b  and  27c 

Cam  shaft: 

Description  of 11 

Lubrication  of 19  and  27d 

Shifting  lever:  part  list 53 

Carburetor: 

Description  of .       I'.ib 

Filling  of 2Sc 

Part  list 4Sb 

Water  in 2>b 

Cartridge  starter: 

Description  of 21 

Loading  of 25e 

Part  lisr 54a,  and  54b 

Starting  by --Hi 

Carbon  deposits 30c 

Care  and  operation 24  to  32.  inclusive 

Circuit  breaker,  installation  of 40 

163 


164 

Circulating  water  system:  Par  No> 

Care  of. . 26a  to  26k,  inclusive 

Description  of 20a  and  20b 

Installation  of 3Ga  to  36h,  inclusive 

Cleaning  of  oil  reservoir 27c 

Collector  rings,  3-wire  generator;  part  list 56j 

Commutator: 

Care  of 31c 

Generator;  part  list 56c 

Compression  relief  lever: 

Description  of 11 

Oiling  of 27e 

Connecting  rods,  description  of 10 

Connecting  rods,  etc. ;  part  list 51 

Cooling  water,  loss  of 36f 

Cooling  water  system: 

Care  of 2(>a  to  26k,  inclusive 

Description  of 20a  and  20b 

Parts  on  engine  not  including  pump 47a 

Cranking,  starting  by 25b  and  25c 

Crank  shaft,  description  of 8 

Crank  shaft,  etc. ;  part  list 51 

Cycles,  engine 22a  and  22b 

Cylinders: 

Carbon  in 30c 

Description  of 7 

Lubrication  of 19  and  27b 

Part  list 51 

Removal  of  sediment  from  jackets  of 7 

Dashpot.  governor,  description  of 18 

Difficult  starting 25c  and  32 

Distributor,  description  of 17b 

Draining  engine  and  radiator 26g 

Eccentric,  lubrication  of 19 

Engine,  draining  of 26g 

Engine  room,  heating  of 26i 

Exhaust,  color  of 27b 

Exhaust  connections,  installation  of 39 

Fan  resistance 20a.  26c,  and  26d 

Part  list 47e 

Feeder  panel,  installation  of -  -        40 

Field  coils,  generator;  part  list 56d 

Field  rheostat,  proper  setting  of 31a 

Firing  sequence 22b 

Flow  indicator,  sight: 

Description  of "      20b 

Installation  of 36d 

Use  of 26c 

Flywheel: 

Marking 22a 

Pvcmoval  of 30e 

Foundations 35 

Freezing  weather 26h  to  26j,  inclusive,  and  28f 

Frame,  generator;  part  list 56a 


165 

Fuel  supply  system:  Par.  No. 

( 'are  and  operation  of 28a  to  28g,  inclusive 

Description  of 16a  to  16c,  inclusive 

Installation  of 37a  to  37d,  inclusive 

Gasoline  mixture 28a 

Gasoline  pump: 

Description  of IGa 

Oiling  of 27e 

Packing  of 28d 

Tart  list 48a 

Gasoline,  quality  of 28b 

Gasoline  supply  system: 

Care  and  operation  of 28a  to  28g,  inclusive 

Description  of IGa  to  16c,  inclusive 

Installation  of 37a  to  37d,  inclusive 

Gasoline,  water  in 28d 

Gauges: 

Oil  pressure —  •  -  -  - 19 

Oil  sight 19 

Gauge: 

AYater  pressure 20b 

Water  pressure,  installation  of 36d 

Gears: 

Cloth 9 

Magneto  and  pumps;  part  list 53 

Nomenclature  of 9 

"Removal  and  replacement  of 30f 

Water  pump ;  part  list 47 

Gear  water  pumps 20a 

Part  list 47c 

Generator: 

Bearing,  oiling  of 27e 

Care  of 31a  to  31d,  inclusive 

Connections 23c  and  31d 

Construction  of 23b 

Description  of 23a  to  23c,  inclusive 

Panel,  installation  of 40 

Part  lists 5Ga  to  5Gj ,  inclusive 

Voltage  of 23a  and  31a 

Governor  dashpot.  lubrication  of 27e 

Governor: 

Adjustment  of : 30d 

Description  of 18 

( )iling  of 27e 

Part  list ....      48d 

Grease  cups,  water  pump 27e 

llandhole  cover 6 

Heater,  air: 

Electric,  description  of 16c 

Part  list 48d 

Use  of 28g 

Heating  of  engine  room 26i 


166 

Ignition  system:  Par.  No. 

Care  and  operation  of 29a  to  29h,  inclusive 

Description  of 17a  to  17f,  inclusive 

Part  list 49a  to  49f ,  inclusive 

Testing  of 29d 

Index,  purpose  of 22a 

Indicator,  purpose  of 22b 

Installation 33  to  42,  inclusive 

Intake  connections;  part  list 48b 

Kinney  water  pump 20a 

Part  list 47b 

Knocking 32 

Leads,  generator;  part  list 5(ie  and  56f 

Linings,  bearings: 

Adjustment  of 30a 

Part  list 51  and  59 

Lubrication,  hand 27d  and  27e 

Lubricating  system: 

Car  and  operation  of 27a  to  27f ,  inclusive 

Description  of 19 

Part  list 50 

Magnetos: 

Description  of 1 7a  to  1 7f ,  inclusive 

Disassembly  of 29a 

Installation  of 29b  and  29c 

Replacing  of 29b 

G.  E. ;  part  list 49d 

Eisemann ;  part  list 49c 

Splitdorf :  part  list 49a 

G.  E . ;  care  and  maintenance  of 29f 

Eisemann;  care  and  maintenance  of 29g 

Splitdorf;  care  and  maintenance  of 29h 

Make-and-break;  description  of 1 7b 

Miscellaneous  parts 56a  to  56d,  inclusive 

Mixture,  gasoline 2Sa 

Motor: 

Care  of 31e 

Radiator,  type  CQ-3;  part  list 47f 

Radiator,  type  CVC-112;  part  list 47e 

Motors,  type  of 20a 

Muffler: 

Description  of 15 

Part  list 55 

Needle  valve: 

Clogging  of 28e 

Gasoline,  description  of 16b 

Gasoline,  proper  setting  of -  -  -       28a 

Needle  valves,  oil -  19  and  27b 

Nonfree/Jng  mixture 26h 

Oil  gauge,  sight 19 

Oiling  of  cam  shaft 27d 

Oiling,  hand 27e 


167 

Oil:  Par.  No. 

Level 27  c 

Pump 19 

Pump,  packing  of 27f 

Quality  of 27a 

Replenishing  of 27c 

Reservoir (i  and   1 9 

Strainer 27c 

Oiling  system: 

Care  and  operation  of 27a  to  27f,  inclusive 

Description  of 19 

Part  list 50 

Pressure  of 271) 

Operation 24  to  32 ,  inclusive 

Overheating 32 

Overload  capacity 5 

Packing  of  gasoline  pump 28d 

Packing  of  oil  pump 27f 

Parts: 

Directions  for  ordering 43 

Miscellaneous 56a  to  5Gd,  inclusive 

Part  lists,  use  of 46 

Pipe: 

Gasoline,  installation  of 37b  to  37d,  inclusive 

Size  of,  in  water-cooling  system 36c 

Piping,  water-cooling  system,  proper  installation  of 36e  and  36h 

Pistons,  etc. ;  part  list 51 

Pistons,  description  of 10 

Platinum  contacts 29e 

Plugs,  cylinder,  etc. ;  part  list 52 

Pressure  gauges,  oil 19 

Pressure,  normal,  water-cooling  system 2Gb 

Priming  and  relief  valves,  etc. ;  part  list 52 

Pump,  gasoline: 

Description  of 16a 

Oiling  of 27e 

Packing  of 2Sd 

Part  list 48a 

Pump: 

Oil 19 

Oil,  packing  of 27 i 

Water 20a 

Water ;  part  list 47d  and  47c 

Radiator: 

Damage  to 2Gf  and  3(ig 

Draining  of 20b  and  26g 

Filling  of 2Ga 

Installation  of 38a  to  38c,  inclusive 

Motor,  type  CQ-3 ;  part  list 47f 

Motor,  type  OVO-112;  part  list 47e 

Part  list  (not  including  motor) 47d 

Purpose  of 20a 


168 

Par.  No. 

Regulation 18  and  30d 

Regulation,  causes  of  poor 32 

Relief  valves;  part  list 52 

Requisitions 43 

Reservoir: 

Oil 6  and  19 

Oil,  cleaning  of 27c 

Safety  spark  gap 17f 

Sequence  of  firing 22b 

Shaft,  generator;  part  list 56c 

Shells  for  cartridge  starter 251 

Shifting  lever: 

Description  of 11 

Oiling  of 27e 

Part  list 53 

Shims 30a 

Shipment 33 

Shunts,  generator;  part  list 56i 

Sight-flow  indicator: 

Description  of 20b 

Installation  of 36d 

Use  of 26b 

Spare  parts 44 

Spare  parts,  authorized  allowance 59 

Spark  gap,  safety 17f 

Spark,  timing  of 17e 

Springs: 

Valve 13 

Valve ;  part  list   52 

Speed : 

Full-load  and  no-load 18  and  31a 

Regulation 18  and  30d 

Switchboard,  installation  of 40 

Starting  and  stopping 25a  to  25g,  inclusive 

Starting  by  cranking 25b 

Starting: 

Difficult 25c 

Methods  of 25a 

Stopping  engine 25g 

Strainer,  oil 27c 

Tanks,  gasoline,  installation  of 37a 

Temperature  of  water 2(ic  to  2(>e.  inclusive 

Terminal  boards,  generator;  part  list 56h 

Testing  of  installation 41 

Testing  water  circulation 201) 

Throttle  valve:  part  list 48b 

Timing  of  spark 1 7e 

Tools,  additional footnote  of . .  58 

Tool  box,  contents  of 58 

Transformer: 

Description  of 1 7b 

Splitdorf ;  part  list 49b 

Eisemann  and  G.  E. ;  part  list 49e 


169 

Valves:  Par.  No. 

Air.  description  of 1  (il > 

Air,  proper  setting  of 28a  and  28g 

Air,  part  list 48b 

By-pass,  description  of 19 

Intake  and  exhaust,  cleaning  of 30b 

Intake  and  exhaust,  description  of L'i 

Intake  and  exhaust,  grinding  of 30b 

Intake  and  exhaust;  part  list 52 

In  gasoline  system 37c 

I  n  water-cooling  system 3(51) 

Needle,  gasoline,  description  of 1Gb 

Needle,  gasoline,  proper  setting  of 28a 

Needle,  oil 39  and  27b 

Throttle;  part  list 48b 

Ventilation  of  engine  room  by  radiator 38b 

Waste  cock,  water-cooling  system 2(ib 

Water,  cooling,  temperature  of 2Gc  to  2Ge,  inclusive 

Water-cooling  system: 

Care  and  operation  of 2Ga  to  2Gk,  inclusive 

Description  of 20a  and  20b 

Installation  of 3(5a  to  3Gh,  inclusive 

Water  gauge,  pressure 20b 

Water  pump,  care  of 2Gk 

Water  circulation,  testing  of 2(ib 

Water  pump: 

Gear;  part  list 47c 

Grease  cups 2Gk  and  27e 

Packing  of 2Gk 


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